SPECIFICATIONS 

FOR 

QUADRUPLE-EXPANSION  TWIN-SCREW 

PROPELLING  ENGINES,  WITH  BOILERS  AND 
AUXILIARY  MACHINERY, 

FOR 

Gunboat 

i  .  . 

01 

ABOUT  1.200  TONS  CRUISING  DISPLACEMENT, 

|  •  TO  MAKE  A  SPEED  OF  FOURTEEN  KNOTS  PER  HOUR  AT  A 
DISPLACEMENT  OF  1,200  TONS. 

-  T;, 

■  s  ; 

BUREAU  OF  STEAM  ENGINEERING, 

NAVY  DEPARTMENT, 

WASHINGTON,  D.  C. 


WASHINGTON : 

GOVERNMENT  PRINTING  OFFICE. 

1893. 


^  Ranting  anb  ^abor. 

|  LIBRARY 

I 


University  of  Illinois. 


# 


CLASS. 


BOOK. 


VOLUME. 


|  &2A...Y.2.  \\^3fo4  . 

W  Books  are  not  to  be  taken  fV  in  the  Library. 

Lccession  No. . 


t 


- •>-*•'  ■ 7 


/  •' • 


\ 


I 


J 

i 


} 


SPECIFICATIONS 


FOR 


1  I  f>!;/,!:  Y 

QUADRUPLE-EXPANSION  TWIN-SCREW 


PROPELLING  ENGINES,  WITH  BOILERS  AND 
AUXILIARY  MACHINERY, 

FOR 

Gunboat  No.  7 


ABOUT  1,200  TONS  CRUISING  DISPLACEMENT, 


TO  MAKE  a  speed  of  fourteen  knots  per  hour  at  a 
DISPLACEMENT  OF  1,200  TONS. 


LA.  ►  5  -  BUREAU  OF  STEAM  ENGINEERING, 
na:vy  department, 

WASHINGTON,  D.  C. 


WASHINGTON : 

GOVERNMENT  PRINTING  OFFICE. 

1893. 


’  V 


<H  Oli  l.U  l 

A 


7  i:  U  I  J  > 

"  o  'H) 

' 


i 


\ 


LIST  OF  PLANS  ACCOMPANYING  THESE  SPECIFICATIONS, 


General  arrangement  of  the  machinery  and  boilers  in  the  vessel 
(2  sheets). 

General  arrangement  of  engines  (1  sheet).  , 

High-pressure  cylinders  (1  sheet). 

First  intermediate-pressure  cylinders  (1  sheet). 

Second  intermediate-pressure  cylinders  (1  sheet). 

Low-pressure  cylinders  (1  sheet). 

Engine  frames  (1  sheet). 

Engine  bed-plates  (1  sheet). 

Condensers  (1  sheet). 

Air  pumps  (1  sheet). 

Circulating  pump  and  engine,  and  auxiliary  air  pump  (1  sheet). 
Boilers  (1  sheet). 

Propeller-shaft  coupling. 

Disconnecting  coupling. 

ii 


4(Vl54 


INDEX 


A. 

Page. 


Air  cocks,  boiler.' _  60 

ducts -  51 

pressure  gauges .  63 

pumps,  main . .  31 

auxiliary _  33 

Ash  dump . 63 

ejector . .  62 

hoists . 61 

pans _ _ 52 

pit  doors . 51 

sprinklers . . 63 

Attachments,  boiler _  55 

Attachment  of  valves  to  hull.  77 

Auxiliary  air  pump . 33 

engine  stop  valve..  76 

exhaust  pipes _  69 

feed  pumps .  38 

pumps,  engine  room  39 
steam  pipes _  68 

B. 

Bars,  grate,  and  bearers .  50 

lazy _ 52 

Bearers  and  grate  bars _  50 

Bearings,  crank  shaft _ _ _  15 

reversing  shaft _  20 

stern  bracket _  28 

stern  tube .  28 

thrust _  27 

Bedplates _ _ _ 15 

Bilge  and  fire  pump _ 39 

injection  valve .  37 

strainers _  76 

suction  pipes . .  37 

Bleeder  pipes _ _  70 

Blocks,  link . . 18 

Blow  pipes .  58 

valves,  bottom _  58 

valves,  surface _  58 


Page. 


Blower  engines _ _ 62 

Blowers,  fire  room .  62 

Boilers . . 45 

Boiler  air  cocks _  60 

attachments _ _  55 

bracing _  47 

drain  cocks .  60 

heads .  46 

manholes  and  hand¬ 
holes  _ 49 

material . 46 

protectors,  zinc  .  61 

pumping-out  pipes _  59 

saddles . . 55 

shells . 46 

stop  valves  ... . 56 

tubes . . 46 

tube  sheets _  46 

water  gauges .  59 

Boilers  and  machinery,  tests  of  89 

Bolts  and  nuts .  26 

Bottom-blow  valves . 58 

Boxes,  journal . . . 26 

stuffing . 26 

Bracing,  boiler _ 47 

Bracket  bearings,  stern  tube.  28 
Brasses  and  caps,  crank  shaft.  15 

crank  pin . . .  14 

crosshead . .  14 

Bulkheads,  shafts  through.  _ .  81 

pipes  through,  wa¬ 
ter-tight _ _  73 

Bunkers,  pipes  through .  73 

Bridge  walls .  50 

By-pass  valves .  72 

C. 

Casing,  H.P . 4 

lstl.P .  4 

2d  I.P .  5 

L.P .  5 


ill 


'  I 


IV 


Page. 


Changes  in  plans  and  specifi¬ 
cations _ _  92 

Check  valves,  feed _  56 

Chests,  valve _ 8 

Circulating  apparatus.. _  60 

plates _  52 

pump  connection  34 

pumps _ _  34 

Clearances,  cylinder _  6 

Clocks _ 45 

Clothing  and  lagging .  78 

Coal  bunkers,  pipes  through.  73 

hoisting  engine _  62 

Cocks  and  valves _ _  77 

boiler,  air. . 60 

boiler,  drain . 60 

cylinder,  drain .  11 

gauge _  59 

Combustion  chambers _  47 

Condensers _ _  29 

Connecting  rods _  13 

Connections,  circulating- 

pump  _ 34 

Counters,  revolution . .  42 

Coupling  bolts,  jacks  for _  28 

propeller  shaft  ....  23 

Cover,  smokepipe _  54 

Covers,  cylinder _  6 

valve  chests. . . 9 

Crank  pin  brasses  . . 14 

shaft  bearings _  15 

shaft  brasses  and  caps .  15 

shafts... .  21 

Crosshead  brasses . .  14 

guides . .  16 

Crossheads.  . .  13 

valve  stem . .  18 

Cylinders . 3 

pump _ _  39 

D. 

Decks  and  bulkheads,  pipes 

through,  water-tight .  73 

Description,  general -  1 

Desk,  engine  room _  45 

Distilling  apparatus _  65 

Doors,  ash-pit . 51 

furnace _ _  50 


Page. 


Doors,  uptake .  53 

Drain  cocks,  boiler .  60 

cylinder .  11 

pipes  and  traps .  74 

Drawings  of  completed  ma¬ 
chinery  _  91 

working  . .  91 

Drips,  oil . . . 25 

Dry  pipes . 56 

Ducts,  air . . 51 

Dumps,  ash . .  63 

Duplicate  pieces . 85 


Eccentrics  . . 16 

rods  . . .  17 

straps _  17 

Engineer’s  office, Superin  tend¬ 
ing  . 90 

Engine  blower . .  62 

coal-hoisting _  62 

frames . . 14 

indicators .  44 

room  pumps . .  39 

desks _  45 

telegraphs _  43 

water  service  ..  40 

stop-valves,  auxiliary  76 

throttle  valves _  12 

securing,  in  vessel _  41 

Escape  pipes _ 70 

Evaporator _ _ 65 

Exhaust,  main  feed  pump  ....  70 

pipes _ _ 19 

auxiliary .  69 

Extractors,  grease . . 


F. 


Feed  check  valves . . .  56 

pipes  and  suctions .  71 

pumps,  main  and  auxil¬ 
iary _ 38 

pump  pressure  gauges..  61 

tanks  and  filters _  35 

tank  suction  pipes .  71 


y 


Page. 


Feed  water  heaters.. .  71 

Filter  and  feed  tanks .  35 

Fire  and  bilge  pump . .  39 

main . . 72 

room  blowers _  62 

tool  racks . 63 

Fitting  and  material  of  pipes.  74 

Floors  and  platforms .  81 

Flushing  pipe _  72 

pump _  39 

Frames,  engine _  14 

Furnaces . 49 

Furnace  doors _  50 

fronts _ 50 

Gr. 

Gauge  cocks . 59 

Gauges,  air-pressure .  63 

boiler  water . .  59 

feed-pump  pressure.  61 

steam . .  59 

and  vacuum  _.  41 

Gear  for  working  valves  from 

deck _ 82 

lifting .  83 

reversing . 18 

turning _ _  40 

valve . 16 

General  description . .  1 

Grate  bars  and  bearers _ _  50 

Grease  extractors _ 36 

Guides,  crosshead . . .  16 

valve-stem _ _  18 

H. 

Hand  rails . 82 

holes  and  manholes, 

boiler .  49 

Heads,  boiler . 46 

Heaters  (radiators) . .  80 

feed-water . .  71 

Hose  and  hose  reels  . .  81 

High-pressure  cylinder  cas¬ 
ings _ 4 

Hoists,  ash . . 61 

Hoisting  engine,  coal . .  62 


I. 

Page. 

Ice  Machine . . 66 

Indicators,  engine _  44 

revolution _  43 

Injection  valves,  bilge .  37 

sea .  35 

Inspection _  92 

Instruments,  labels  on . .  78 

Intermediate-pressure  steam 

pipes . . . 70 

Intermediate-pressure  cylin¬ 
der  casings . . 4-5 


J. 


Jackets,  steam .  7 

Jacks  for  coupling  bolts _  28 

Joints,  riveted _  48 

Journal  boxes _  26 


L. 


Labels  on  gear  and  instru¬ 
ments . . 78 

Ladders _ _ _ 82 

Lagging  and  clothing _  78 

Launch  machinery _  84 

Lazy  bars _  52 

Levers,  working  and  gear _  20 

Lifting  gear _ _ 83 

Link  blocks . . 18 

Links,  main . . 17 

suspension _ _  18 

Linings,  cylinder _  5 

valve-chest . .  8 

Low-pressure  cylinder  cas¬ 
ings  _ 5 

Lubrication . 24 

M. 

Machinery  and  boilers,  tests 

of .  89 

drawings  of,  com¬ 
pleted .  91 

steam-launch _  84 

workshop .  64 


VI 


Page. 


Manholes  and  handholes, 

boiler  . -  — .  49 

Mandrels  for  white-metal 

bearings _ --  26 

Main  feed  pipes  and  suction.  71 

feed  pumps . . —  38 

feed-pump  exhaust _  70 

fire . - . - .  72 

steam  pipes . 67 

stop  valves,  boiler _  56 

Materials  and  workmanship.  87 

Material,  boiler . - .  46 

tests  of .  88 

and  fitting  of  pipes  74 


N. 

Nuts  and  bolts . .  26 

O. 


Office,  superintending  Engi¬ 
neer’s  _  90 

Oil  drips . 25 

tanks _  83 

Omissions  _ 93 

Outboard  delivery  valves _  35 

P. 

Painting . .  90 

Pans,  ash . . . _ .  52 

Pipes,  auxiliary  feed _  38 

steam .  68 

exhaust .  69 

bilge-suction . .  37 

bleeder _ 70 

blow . . . __  58 

boiler,  pumping-out  59 

drain  _  _ _ 74 

dry  . 56 

escape _  70 

exhaust . .  19 

exhaust,  auxiliary  ....  69 

feed-tank  suction _  71 

intermediate  pressure 
steam .  70 


Page. 


Pipes,  material  and  fitting  of  74 

feed  and  suction _  71 

main  steam _  67 

sea  suction _  37 

smoke . 53 

thickness  of _ _  74 

through  coal  bunkers.  73 
through  water  -tight 
bulkheads  and  decks.  73 

Pistons . . . 12 

Piston  rod  stuffing  boxes. ...  12 

rods . . 12 

valves _  9 

Plans  and  specifications, 

changes  _  92 

Plates,  circulating  _ _  52 

Platforms,  floors  and _  81 

working _  20 

Pots,  salinometer . 60 

Preliminary  tests  and  trials  ..  90 

Propellers,  screw _  29 

Propeller  shafts .  22 

Pump  cylinders . . .  39 

main  feed,  exhaust _  70 

relief  valves.. . .  40 

Pumps,  air .  31 

air,  auxiliary .  33 

auxiliary  feed _  38 

circulating . .  34 

engine  room .  39 

fire  and  bilge . .  39 

main  feed... .  38 

R. 

Radiators . . —  80 

Racks,  fire-tool . . . 63 

Rails,  hand . . 82 

Reels,  hose . . . 81 

Relief  valves,  cylinder .  11 

pump _  40 

Refrigerating  plant .  66 

Reversing  gear  . . .  18 

shaft-bearings _  20 

shafts .  19 

Revolution  counters .  42 

indicators _  43 

Riveted  joints . .  48 


/ 


VII 


Page. 


Rods,  connecting . 13 

eccentric . . .  17 

piston _  12 

S. 

Safety  valves . 57 

Salinometer  pots - -  60 

Saddles,  boiler _ 55 

Screw  propellers  . 29 

Sea-injection  valves _  35 

suction  pipes _  37 

valves . .. .  76 

Securing  engines  in  vessel _  41 

Sentinel  valves _ _  58 

Separators _ 70 

Shells,  boiler _  46 

Shafts .  21 

crank _  21 

propeller .  22 

reversing _ _ _  19 

reversing,  bearings _  20 

thrust.. .  22 

through  bulkheads _  81 

Slide  valves .  10 

Smoke-pipes . 53 

Speaking  tubes _  43 

Sprinklers,  ash _  63 

Specifications  and  plans, 

.  changes  in _  92 

Steam  and  vacuum  gauges _  ,41 

launch  machinery _  84 

pipes,  auxiliary _  68 

main _  67 

tube  cleaners _  64 

Stem,  valve . . 10 

Stern  bracket  bearings .  28 

tube  bearings .  28 

stuffing  boxes. ...  28 

Stop  valves,  boiler _  56 

auxiliary  engine  76 

Strainers,  bilge .  76 

Straps,  eccentric _  17 

Stuffing  boxes _  26 

piston  rod _  12 

stern  tube .  28 

valve  stem _  12 

Suctions  and  feedpipes .  71 

Suction  pipes,  bilge .  37 


Page. 


Suction  pipes,  feed  tank .  71 

sea .  37 

Superintending  Engineer’s 

office . 90 

Surface  blow  valves . . .  58 

Suspension  links _  18 

T. 

Tanks,  feed  and  filter . .  35 

fresh  water _  40 

oil .  83 

wash-water _  67 

Telegraphs,  engine  room _  43 

Tests  and  trials,  preliminary.  90 
of  boilers  and  machinery  89 

material _  88 

Thermometers _  42 

Thickness  of  pipes . .  74 

Throttle  valves,  engine _  12 

Thrust  bearings .  27 

shafts _ 22 

Tools . 84 

Trials,  preliminary  tests  and.  90 

Traps  and  drain  pipes _  74 

Tubes,  boiler _ 46 

Tube  cleaners,  steam .  64 

sheets,  boiler _ _  46 

Tubes,  speaking .  43 

Turning  gear .  40 

U. 

Uptakes . 52 

Uptake  doors .  53 

V. 

Vacuum  gauges . 41 

Valve  chests _ 8 

chest  covers .  9 

linings... .  8 

gear.. . 16 

stems _ _  10 

stem  crossheads .  18 

stem  guides.. . .  18 

stem  stuffing  boxes ....  12 


\ 


VIII 


Page. 


Valves,  attachment  of, to  hull.  77 
auxiliary  engine-stop .  76 

bilge-injection _  37 

boiler  stop . 56 

bottom-blow . .  58 

by-pass . 72 

cocks  and _ ...  77 

cylinder  relief _  11 

feed-check . .  56 

gear  for  working .  82 

out  board  delivery  ...  35 

piston .  9 

pump  relief .  40 

safety . 57 

sea _ 76 

sea-injection _  35 

sentinel _ _  58 

slide . . 10 

stop, auxiliary  engine.  76 

surface-blow . .  58 

throttle,  engine _  12 

Ventilators . 84 


W.  ' 

Page. 


Wash  water  tanks,  etc _  67 

Wash  locker _ 83 

Water,  feed,  heater _  71 

gauges,  boiler _  59 

service,  engine  room.  40 
tank,  fresh  water  ....  40 

wash  water _  67 

Water-tight  bulkheads,  pipes 

through . . 

Weights,  record  of  . . 90 

Whistles . . 81 

White  metal  bearings,  man¬ 
drels  for _  26 

Working  drawings .  91 

levers  and  gear _  20 

platforms.. .  20 

Workmanship  and  materials.  87 
Workshop  machinery _  64 

Z. 

Zinc  boiler  protectors .  51 


SPECIFICATIONS 

FOR 

QDADRDPLE-EXPAKSION  TWIN-SCREW  PROPEtlM  ENGINES,  ' 

WITH 

BOILERS  AND  AUXILIARY  MACHINERY, 

REFERENCE  BEING  HAD  TO  THE  DRAWINGS  ACCOMPANYING  AND 
FORMING  PART  OF  THESE  SPECIFICATIONS. 


1.  GENERAL  DESCRIPTION. 

The  propelling  engines  will  be  rights  and  lefts,  placed 
in  a  water-tight  compartment.  These  engines  will  be  of 
the  vertical  inverted-cylinder,  direct-acting,  quadruple- 
expansion  type,  each  with  a  high-pressure  cylinder  n 
inches  in  diameter;  a  first  intermediate-pressure  cylinder 

17  inches  in  diameter;  a  second  intermediate-pressure 
cylinder  24  inches  in  diameter;  and  a  low-pressure  cylin¬ 
der  34  inches  in  diameter;  the  stroke  of  all  pistons  being 

18  inches.  The  collective  indicated  horsepower  of  pro¬ 
pelling,  air  pump,  and  circulating  pump  engines  will  be 
1,  750  when  the  main  engines  are  making  about  300  revo¬ 
lutions  per  minute.  All  cylinders  will  be  steam  jacketed. 
The  high-pressure  cylinders  will  be  aft  and  the  low- 
pressure  cylinders  forward.  The  low-pressure  cylinders 
will  be  so  arranged  as  to  be  disconnected  when  working 
at  low  powers. 

The  main  valves  will  be  worked  by  Stephenson  link 
motions  with  double  bar  links.  The  valve  gears  for  the 
high-pressure  and  first  intermediate-pressure  cylinders 
will  be  interchangeable,  and  those  for  the  second  inter¬ 
mediate-pressure  and  low-pressure  cylinders  will  also 
be  interchangeable. 


2 


There  will  be  one  piston  valve  for  each  high-pressure 
cylinder,  two  for  each  first  intermediate-pressure  cylinder, 
a  double  ported  slide  valve  for  each  second  intermediate- 
pressure  cylinder,  and  one  for  each  low-pressure  cylinder. 

Each  main  piston  will  have  one  piston  rod,  with  a 
crosshead  working  on  a  slipper  guide.  The  framing  of 
the  engines  will  consist  of  vertical  cylindrical  forged 
steel  columns  well  stayed  by  diagonal  braces.  The 
engine  bed-plates  will  be  of  cast  steel,  supported  on 
wrought  steel  keelson  plates  built  in  the  vessel.  The 
crank  shafts  will  be  made  in  -frwo  sections,  with  a  dis ^trt7~ee 
connecting  coupling  between  the  cranks  for  the  second 
intermediate-pressure  and  low-pressure  cylinders. 

All  crank,  line,  and  propeller  shafting  will  be  hollow. 

The  shafts,  piston  rods,  connecting  rods,  and  working 
parts  generally,  will  be  forged  of  mild  open-hearth  steel. 

There  will  be  two  condensers  made  of  composition  or 
sheet  brass.  Each  will  have  a  cooling  surface  of  about 
1,238  square  feet,  measured  on  the  outside  of  the  tubes, 
the  water  passing  through  the  tubes.  For  each  propel¬ 
ling  engine  there  will  be  one  vertical  single-acting  air 
pump  worked  direct  from  the  main  engine.  The  main 
circulating  pumps  will  be  of  the  centrifugal  type,  one 
for  each  condenser,  worked  independently,  with  an  aux¬ 
iliary  air  pump  worked  from  each  engine.  The  pro- 
pelle.rs  will  be  right  and  left,  of  manganese  bronze  or 
approved  equivalent  metal. 

There  will  be  four  main  tubulous  boilers  constructed 
for  a  working  pressure  of  250  pounds  per  square  inch. 

Each  of  these  boilers  will  have  kbout  25  square  feet  of 
grate  surface  and  1,000  square  feet  of  heating  surface. 

The  total  grate  surface  of  the  main  boilers  will  be  about 
100  square  feet,  and  the  heating  surface  will  be  about  4,000 
square  feet.  There  will  also  be  two  auxiliary  boilers  of 
the  single-ended  return-fire  tubular  horizontal  type, 
each  with  one  corrugated  furnace,  constructed  for  a  work¬ 
ing  pressure  of  160  pounds  per  square  inch.  Each  boiler 
will  be  7  feet  8  inches  outside  diameter  by  9  feet  10^6 
inches  in  length.  Each  auxiliary  boiler  will  have  about 
21  square  feet  of  grate  and  about  675  square  feet  of 
heating  surface. 


3 


The  total  grate  surface  for  the  auxiliary  boilers  will 
be  about  42  square  feet,  and  the  heating  surface  about 
1,350  square  feet. 

The  main  boilers  will  be  placed  in  the  forward  water¬ 
tight  boiler  compartment,  and  the  auxiliary  boilers  in 
the  after  water-tight  boiler  compartment,  as  shown  in 
the  accompanying  drawings.  There  will  be  two  smoke 
pipes — one  for  the  main,  and  one  for  the  auxiliary  boilers. 

There  will  be  two  main  feed  pumps  in  the  engine  room, 
and  one  auxiliary  feed,  fire,  and  bilge  pump  in  each  fire 
room. 

There  will  be  two  blowers  for  the  main  boilers  and  one 
for  the  auxiliary  boilers.  They  will  discharge  into  main 
air  ducts  under  the  fire  room  floor,  from  which  a  branch 
duct  will  lead  to  the  ash  pit  of  each  furnace.  Means  will 
be  provided  for  closing  the  ash  pits  when  under  forced 
draft  and  for  preventing  leakage  of  gases  out  of  the  fur¬ 
nace  doors.  The  draft  of  each  furnace  will  be  regulated 
by  a  damper. 

There  will  be  steam  reversing  gear,  ash  hoists,  an  ash 
ejecting  apparatus,  a  coal  hoisting  winch,  auxiliary 
pumps,  engine  for  workshop  machinery,  a  distilling  and 
evaporating  apparatus,  and  such  other  auxiliary  or  sup¬ 
plementary  machinery,  tools,  instruments,  or  apparatus 
as  are  described  in  the  following  detailed  specifications, 
or  shown  in  the  accompanying  drawings. 

2.  CYLINDERS. 

They  will  consist  of  castings  of  best  quality  of  cast  iron, 
with  working  linings  for  the  cylinders  and  valve  chests. 
The  cylinder  casings  will  include  the  valve  chests,  steam 
ports  and  passages,  the  lower  heads,  and  the  various 
brackets  to  which  the  cylinder  supports  will  be  attached. 
The  steam  and  exhaust  ports  will  be  smoothly  cored  to 
the  dimensions  shown  in  drawings,  the  walls  of  the 
passages  being  strongly  stayed  by  ribs  or  bolts. 

The  brackets  for  securing  the  cylinder  tie  rods,  and  the 
flanges  for  bolting  the  cylinders  together  will  be  so  faced 
that  when  bolted  together  the  centers  of  the  high-pres¬ 
sure  and  first  intermediate-pressure  cylinders  will  be  4 


4 


feet  inches  apart;  the  centers  of  the  first  and  second 
intermediate-pressure  cylinders  will  be  3  feet  3J4  inches 
apart,  and  the  centers  of  the  second  intermediate-pres¬ 
sure  cylinder  and  the  low-pressure  cylinder  will  be  3  feet 
4  inches  apart,  with  the  axes  all  in  one  plane. 

All  the  cylinder  casings  where  bolted  together  or  to  the 
columns  shall  be  bolted  by  body-bound  forged  steel  bolts. 

3.  HIGH-PRESSURE  CYLINDER  CASINGS. 

The  barrels  will  be  -fj-  inch  thick.  Each  will  have  one 
piston  valve.  They  will  be  faced  and  bored,  as  shown, 
for  the  reception  of  the  working  cylinder  linings,  and  for 
the  valve  chest  linings.  The  brackets  at  the  bottom  for 
attachment  of  the  supporting  frames  and  columns  will 
be  well  ribbed  and  faced.  There  will  be  flanges  cast  on 
the  casing,  as  shown,  and  faced  for  bolting  it  to  the  first 
intermediate-pressure  cylinder.  The  walls  of  the  steam 
passages  will  be  properly  stayed.  The  lower  head  will 
be  removable.  There  will  be  facings,  flanged  and  ribbed 
where  necessary,  for  the  attachment  of  the  cylinder  and 
valve  chest  covers,  steam  pipes,  exhaust  pipes,  piston  rod 
stuffing  boxes,  relief  valves,  drain  cocks,  jacket  steam  and 
drain  pipes,  indicator  pipes,  drain  pipes,  and  oil  cups. 
The  unfinished  part  of  the  bore  will  be  pickled  to  remove 
the  scale. 

4.  FIRST  INTERMEDIATE-PRESSURE  CYLINDER  CASINGS. 

The  heads  will  be  cast  with  double  walls  and  the  space 
used  as  a  steam  jacket.  The  barrels  will  be  inch  thick. 
Each  will  have  two  piston  valves.  There  will  be  flanges 
cast  on  the  casing,  faced  and  fitted  for  bolting  to  the  high- 
pressure  cylinder  and  to  the  second  intermediate-pressure 
cylinder.  There  will  be  faced  brackets  for  the  support¬ 
ing  columns.  There  will  also  be  facings  for  attaching 
the  steam  and  exhaust  pipes,  receiver  safety  valves,  re¬ 
ceiver  live  steam  pipes,  relief  valves,  jacket  steam  and 
drain  pipes,  piston  rod  stuffing  boxes  ;  also  for  indicator 
pipes,  oil  cups,  and  drain  cocks.  The  unfinished  part  of 
the  bore  will  be  pickled  to  remove  the  scale. 


5 


5.  SECOND  INTERMEDIATE-PRESSURE  CYLINDER  CAS¬ 

INGS. 

The  heads  will  be  cast  with  double  walls  and  the  space 
used  for  a  steam  jacket.  The  barrels  will  be  fj-  inch  thick. 
Each  cylinder  will  have  a  double-ported  slide  valve. 
There  will  be  flanges  cast  on  the  casing  for  bolting  to 
the  first  intermediate-pressure  cylinder,  and  brackets 
faced  and  fitted  for  securing  tie  rods  from  Ihe  low-pres¬ 
sure  cylinder. 

There  will  also  be  facings  for  attaching  the  steam  and 
exhaust  pipes,  auxiliary  exhaust  pipes,  receiver  safety 
valves,  receiver  live  steam  pipes,  relief  valves,  jacket 
steam  and  drain  pipes,  piston  rod  stuffing  boxes;  also  for 
indicator  pipes,  oil  cups,  and  drain  cocks.  The  unfinished 
part  of  the  bore  will  be  pickled  to  remove  the  scale. 

6.  LOW-PRESSURE  CYLINDER  CASINGS. 

The  heads  will  be  cast  with  double  walls  and  the  space 
used  for  steam  jackets.  The  barrels  will  be  inch  thick. 
There  will  be  brackets  cast  on  the  casing,  faced  and  fitted 
for  boxes,  for  securing  the  tie  rods  from  the  second  in¬ 
termediate-pressure  cylinder  casings.  Each  will  have  one 
,  doubled-ported  slide  valve.  There  will  be  faced  brackets 
for  the  supporting  frames,  steam  and  exhaust  pipes, 
receiver  safety  valves,  receiver  live  steam  pipes,  jacket 
steam  and  drain  pipes,  relief  valves,  piston  rod  stuffing 
boxes,  indicator  pipes,  oil  cups  and  drain  cocks.  The 
unfinished  part  of  the  bore  will  be  pickled  to  remove  the 
scale. 

7.  CYLINDER  LININGS. 

They  will  be  of  close-grained  cast  iron  as  hard  as  can 
be  properly  worked,  turned  and  faced  to  fit  the  cylinder 
casings.  Each  lining  will  have  a  bearing  at  about  the 
middle  of  its  length  and  at  each  end. 

The  linings  will  be  fitted  with  a  stuffing  box  at  the 
top  to  allow  for  expansion  and  to  make  the  joint  tight 
between  the  liner  and  cylinder  casing.  The  high-pres- 
•  sure  cylinder  liner  will  be  without  a  flange  at  the  bottom, 
but  will  be  accurately  fitted  to  the  casing  and  forced  in. 


6 


It  will  be  held  in  place  by  eight  screws  each  y  inch  in 
diameter,  screwed  half  in  liner  and  half  in  casing. 

The  liners  for  the  first  and  second  intermediate  and 
low  pressure  cylinders  will  have  a  flange  at  the  bottom. 
They  will  be  secured  in  place  by  countersunk  screws 
passing  through  this  flange,  and  tapped  into  the  casing. 

The  linings,  after  being  secured  in  place  in  the  cas¬ 
ings,  will  be  smoothly  and  accurately  bored  to  diame¬ 
ters  of  ii,  17,  24,  34  inches  for  the  high,  first  interme¬ 
diate,  second  intermediate,  and  low  pressure  cylinders, 
respectively,  and  to  a  thickness  of  yk  inch,  the  boring  to 
be  done  with  the  cylinders  in  a  vertical  position. 

The  linings  will  be  counterbored  at  both  ends,  leaving 
the  working  bores  i8y£  inches  long.  The  unfinished 
parts  of  the  linings  will  be  pickled  to  remove  scale. 

8.  CYLINDER  COVERS. 

They  will  be  made  of  cast  iron,  well  stiffened  by  ribs. 
They  will  be  so  formed  as  to  leave  as  little  clearance  as 
practicable. 

Each  cover  will  be  turned  and  faced  to  fit  its  cylinder 
casing,  and  finished  on  outside  and  edges  of  flanges. 

The  cover  of  the  high-pressure  cylinder  will  be  secured 
to  the  cylinder  casing  by  18,  the  cover  of  the  first  inter¬ 
mediate-pressure  by  22,  the  cover  for  the  second  inter¬ 
mediate-pressure  by  30,  and  the  cover  of  the  low-pressure 
by  38  steel  studs,  .y  inch  in  diameter. 

Holes  will  be  drilled  and  tapped  for  jack  bolts  and 
eyebolts. 

The  thickness  of  the  covers  will  be  y  inch  for  the 
flanges  and  y,  inch  for  body  and  ribs. 

9.  CYLINDER  CLEARANCES. 

Care  will  be  taken  that  the  clearances  in  the  cylinders 
are  made  no  larger  than  absolutely  necessary.  After 
the  engines  are  set  up  in  place  and  connected,  the  volume 
of  the  clearance  at  each  end  of  each  cylinder  will  be 
carefully  measured  by  filling  the  space  with  water  or 
oil,  and  the  result  plainly  marked  on  some  conspicuous 
part  of  the  cylinder  casing.  Marks  will  also  be  made  on 


7 


the  crosshead  guides  showing  the  position  of  the  pistons 
when  the  clearances  were  measured. 

The  lineal  clearance  in  each  cylinder  will  be  about  24 
of  an  inch,  divided  between  the  two  ends  to  the  best 
advantage. 

10.  STEAM  JACKETS. 

All  the  cylinders  will  be  steam  jacketed  around  the 
working  linings;  the  lower  heads  of  all  the  intermediate 
and  low  pressure  cylinders  will  be  steam  jacketed. 

The  space  left  around  the  working  linings  for  steam 
jackets  will  be  inch  in  depth.  All  ribs  will  be  cored 
out  so  as  to  allow  a  free  circulation  of  the  jacket  steam 
and  a  free  drainage  of  the  water  of  condensation. 

Steam  for  the  jackets  will  be  taken  from  the  main 
steam  pipe  in  each  engine  room  on  the  boiler  side  of 
each  engine  stop  valve,  by  a  i^-inch  pipe.  From  this 
pipe  a  ^4-inch  branch  will  lead  to  the  high-pressure 
jacket. 

Another  branch  will  lead  to  the  first  interme¬ 

diate-pressure  jacket.  This  branch  will  have  a 
spring  reducing-valve  adapted  to  pressures  of  from  ioo 
to  160  pounds  above  the  atmosphere. 

Another  24-inch  branch  will  lead  to  the  second  inter¬ 
mediate-pressure  jacket.  This  branch  will  have  a  ^-inch. 
spring  reducing-valve  adapted  to  pressures  of  from  40 
to  80  pounds  above  the  atmosphere. 

Another  24  -inch  branch  will  lead  to  the  low-pressure 
jacket.  This  branch  will  have  a  24 -inch  spring  reducing- 
valve  adapted  to  pressures  of  from  20  to  50  pounds  above 
the  atmosphere. 

Each  branch  steam  pipe  will  have  a  stop  valve  close  to 
the  jacket  main. 

There  will  be  on  each  jacket  steam  pipe,  on  the  jacket 
side  of  the  reducing  valve,  a  24-inch  adjustable  safety 
valve  adapted  to  the  same  pressures  as  the  reducing 
valves. 

A  j^-inch  drain  will  lead  from  the  lowest  part  of  each 
jacket  to  an  approved  automatic  trap  with  blow  through 
and  by-pass  pipes  and  valves,  thence  to  the  lower  part  of 


8 


the  feed  tank,  with  a  branch  to  the  bilge.  Each  drain 
pipe  will  have  a  stop  valve  close  to  its  jacket. 

The  drainage  system  of  the  jacket  of  each  pair  of 
opposite  cylinders  will  be  entirely  independent  as  far  as 
the  trap  discharge,  from  which  point  the  drains  may  be  in 
common.  All  pipes  in  the  jacket  drain  system  will  have 
union  joints  so  as  to  be  easily  overhauled,  and  those  from 
each  pair  of  cylinders  will  have  check  valves  in  them. 

11.  VALVE  CHESTS. 

The  valve  chest  of  each  high-pressure  cylinder  will 
be  fitted  for  one  piston  valve,  each  first  intermediate 
pressure  for  two,  and  each  second  intermediate  and  low 
pressure  for  a  double-ported  slide  valve. 

There  will  be  openings  at  each  end  of  the  piston  valve 
chests  for  inserting  and  removing  the  valves  and  work¬ 
ing  linings;  the  chests  will  be  accurately  bored  and  faced 
for  the  reception  of  the  working  linings. 

There  will  be  an  opening  at  the  top  and  bottom  of  the 
second  intermediate-pressure  valve  chest,  and  one  at  the 
side  of  the  low-pressure  valve  chest  for  inserting  and 
removing  the  valve.  The  seats  must  be  accurately  faced 
for  the  valves. 

Before  the  insertion  of  the  linings  the  steam  and  ex¬ 
haust  passages  must  be  thoroughly  cleaned  and  pickled, 
and  care  taken  that  the  passages  are  nowhere  contracted 
to  less  than  the  specified  areas. 

Each  intermediate-pressure  and  each  low-pressure 
valve  chest  will  have  a  i  -inch  adjustable  spring  safety 
valve  of  approved  pattern.  They  will  be  loaded  to  130, 
80,  and  30  pounds,  respectively,  for  the  intermediate  and 
low  pressure  chests. 

All  valve  chests  will  also  be  fitted  with  approved  com¬ 
position  drain  cocks  or  valves  that  may  be  operated  from 
the  working  platform,  the  valves  to  discharge  through 
pipes  into  the  bilge  and  feed  tanks,  with  the  necessary 
valves  for  directing  the  water  to  either. 

12.  VALVE  CHEST  LININGS. 

There  will  be  a  working  lining  at  each  end  of  each 
valve  chest  for  each  piston  valve.  They  will  be  of  close- 


t 


9 


grained  cast  iron  as  hard  as  can  be  properly  worked,  accu¬ 
rately  turned  and  faced  to  fit  the  casings,  and  accurately 
bored  to  an  internal  diameter  of  6  inches  in  the  high  and 
first  intermediate  pressure,  leaving  the  walls  %  inch 
thick. 

They  will  be  forced  into  place,  making  all  joints  per¬ 
fectly  tight,  and  secured  by  screws  tapped  half  into  the 
linings  and  half  into  the  casings. 

The  steam  ports  will  have  alternating  right  and  left 
diagonal  bridges  of  such  a  section  as  to  permit  of  the 
easy  passage  of  steam,  taking  up  not  more  than  one- 
fourth  of  the  port  area. 

The  edges  of  all  ports  will  be  finished  to  a  uniform 
outline. 

13.  VALVE  CHEST  COVERS. 

They  will  be  made  of  cast  iron,  the  second  intermediate 
pressure  and  the  low-pressure  cover  being  ribbed  as 
shown. 

The  flanges  will  be  turned  and  faced  to  fit  on  valve 
chests  as  shown.  The  high-pressure  and  first  interme¬ 
diate-pressure  covers  will  be  finished  on  the  outside,  and 
the  second  intermediate  and  low-pressure  covers  will 
have  the  outside  and  edges  of  flanges  finished.  Each 
lower  cover  will  be  faced  and  bored  to  receive  the  valve- 
stem  stuffing  boxes. 

There  will  be  approved  provision  for  proper  oiling  of 
the  valve  stems. 

The  lower  covers  will  have  the  necessary  faces  for 
securing  the  valve-stem  guides. 

Each  high-pressure  valve  chest  cover  will  be  secured 
by  ten,  each  first  intermediate-pressure  valve  chest  cover 
by  nine,  each  second  intermediate-pressure  valve  chest 
cover  by  twenty,  and  each  low-pressure  valve  chest  cover 
by  thirty-six  %-inch  steel  studs,  with  finished  wrought 
iron  nuts. 

14.  PISTON  VALVES. 

All  the  piston  valves  will  be  of  cast  iron,  the  thick¬ 
nesses  to  be  as  shown  on  the  drawings.  Each  valve  will 
3348—2  * 


N 


10 


be  made  in  one  piece,  the  distance  between  the  two  pis¬ 
tons  being  such  as  to  make  the  steam  and  exhaust  laps 
as  required.  Each  piston  of  each  valve  will  be  cast  hol¬ 
low,  and  be  fitted  with  a  follower  and  packing  ring  of 
cast  iron,  as  shown  on  the  drawings. 

15.  SLIDE  VALVES. 

They  will  be  double-ported,  and  will  be  made  of  cast 
iron.  The  face  of  the  valve  will  be  finished  to  a  true 
plane.  All  the  edges  will  be  finished. 

The  weight  of  the  valve  will  be  balanced  as  shown  in 
drawing,  the  top  of  the  second  intermediate-pressure  bal¬ 
ance  piston  cylinder  connecting  with  the  low-pressure 
steam  chest,  and  that  of  the  low-pressure  with  the  con¬ 
denser. 

16.  VALVE  STEMS. 

They  will  be  of  forged  steel,  oil  tempered,  and  accu¬ 
rately  and  smoothly  ground  where  they  pass  through  the 
stuffing  boxes.  The  high-pressure  and  .first  intermediate- 
pressure  will  be  i%  inches  in  diameter  at  the  stuffing 
boxes  and  reduced  to  inches  where  they  pass  through 
the  valves,  the  second  intermediate-pressure  and  the  low- 
pressure  being  ifo  inches  in  diameter  at  the  stuffing  box 
and  reduced  to  inches  where  they  pass  through  the 
valve.  The  lower  end  of  each  first  intermediate-pressure 
stem  will  have  a  shoulder  and  thread  cut  on  it,  and  be 
fitted  with  a  steel  nut  for  securing  it  to  the  crosshead. 
The  nuts  will  have  collars  recessed  in  counterbores  ift 
the  crosshead  and  will  be  secured  by  set  screws.  A  slot 
will  be  cut  in  the  thread  on  each  stem  and  fitted  to  a 
feather  in  the  crosshead.  The  thread  on  each  stem  must 
be  sufficiently  long  to  allow  a  reasonable  latitude  of 
adjustment.  The  high,  second  intermediate,  and  low- 
pressure  valve  stems  take  hold  directly  of  the  link  blocks. 

The  low-pressure  valve  stem  will  take  hold  of  the  bal¬ 
ance  piston  at  top,  as  shown. 

A  split  pin  will  be  put  through  the  valve  stem  to  keep 
the  nuts  from  coming  off. 


I 


* 


11 


17.  CYLINDER  RELIEF  VALVES. 

There  will  be  an  adjustable  spring  relief  valve  of  2 
inches  diameter  on  each  end  of  the  high,  first  and  second 
intermediate,  and  low-pressure  cylinders.  The  valves 
and  their  casings  will  be  of  composition.  Pipes  will  lead 
from  the  relief  valve  casings  to  the  bilge  with  easily 
broken  joints. 

These  valves  will  have  nickel  seats  or  their  equivalent, 
and  the  valve  fittings  will  be  so  constructed  that  the 
valves  can  be  easily  overhauled  without  slacking  the 
springs,  and  so  that  steam  will  not  come  into  contact  with 
the  springs.  The  springs  will  have  approved  means  of 
adjustment,  and  will  be  long  enough  to  allow  the  valves 
to  open  to  their  full  extent  without  unduly  increasing 
the  load.  The  valves  will  be  guided  by  loosely  fitting 
wings.  The  springs  will  bear  on  shoulders  on  spindles 
which  fit  loosely  in  sockets  recessed  in  the  backs  of  the 
valves  These  spindles  will  be  so  fitted  that  the  valves 
can  be  moved  by  the  application  of  a  lever.  The  valves 
will  be  fitted  with  casings  and  drain  pipes,  which  will 
prevent  people  being  scalded  by  hot  water  from  the 
cylinders.  Suitable  fulcrums  will  be  on  casings  for  the 
application  of  levers  for  working  the  valves;  one  lever  to 
be  furnished.  All  springs  must  pass  a  satisfactory  test. 

The  spring  casing  of  each  valve  will  be  fitted  with  a 
suitable  lock;  all  locks  to  have  interchangeable  keys. 

18.  CYLINDER  DRAIN  COCKS. 

Each  high,  first  and  second  intermediate,  and  low- 
pressure  cylinder  will  be  fitted  with  a  i-inch  asbestos- 
packed  drain  cock,  placed  so  as  to  drain  the  cylinder 
thoroughly.  The  cocks  must  be  perfectly  tight  with¬ 
out  undue  friction.  The  drain  cocks  of  each  cylinder 
of  each  engine  will  be  worked  by  a  separate  lever  at 
the  working  platform.  All  the  drain  cocks  of  each 
engine  will  discharge  into  a  pipe  leading  to  the  fresh¬ 
water  side  of  the  condenser  with  a  branch  to  the  bilge. 
This  pipe  will  have  a  stop  valve  near  the  condenser,  and 
will  have  a  spring  non-return  valve,  without  hand  gear, 
which  can  open  to  the  bilge  discharge  when  the  drain  to 


12 


the  condenser  is  closed,  but  which  will  prevent  air  enter¬ 
ing  the  condenser  at  any  time.  Small  drain  cocks  will 
be  fitted  to  the  lowest  parts  of  drain  pipes. 

19.  ENGINE  THROTTLE  VALVES. 

Each  engine  will  have  a  4-inch  throttle  valve,  bolted 
to  the  high-pressure  cylinder  casing. 

Each  throttle  valve  will  consist  of  a  double  poppet 
valve  next  the  engine,  working  with  a  hand  wheel  and 
l$ver.  An  index  attached  to  the  stem  of  this  valve  will 
be  graduated  to  show  the  opening  of  the  valve  in  tenths. 
The  stem  of  the  valve  will  be  vertical. 

20.  PISTON  ROD  STUFFING  BOXES. 

They  will  be  made  of  composition  and  fitted  with 
Watson’s  metallic  packing,  and  provided  with  efficient 
means  of  lubrication. 

21.  VALVE  STEM  STUFFING  BOXES. 

They  will  be  made  of  composition  and  fitted  with 
Watson’s  metallic  packing,  and  provided  with  efficient 
means  of  lubrication. 

22.  PISTONS. 

They  will  be  of  cast  steel  and  will  be  dished. 

Each  piston  will  have  one  packing  ring  1 ys  inches 
wide,  of  hard  cast  iron,  cut  obliquely  and  tongued.  The 
thickness  of  the  packing  rings  will  be  ^  inch. 

The  packing  rings  will  be  sprung  into  position. 

There  will  be  sufficient  clearance  between  the  piston 
and  cylinder  to  allow  for  difference  of  expansion. 

When  completed  the  pistons  must  be  carefully  weighed, 
and  no  excess  of  weight  will  be  allowed  over  that  due 
to  the  dimensions  shown  in  the  drawings. 

23.  PISTON  RODS 

The  piston  rods  will  be  of  forged  steel,  oil-tempered, 
3  inches  diameter.  They  will  be  turned  to  fit  the  pistons, 
with  collars  as  shown,  and  fitted  each  with  a  composition 
nut  at  piston  end  secured  by  a  screw  stop  pin.  The  par¬ 
allel  parts  will  be  smoothly  and  accurately  grAund. 


13 

Each  piston  rod  will  have,  at  its  seat 
a  collar  of  3%  inches  diameter  and  %  f 
filleted  and  recessed  in  the  piston  as  shown. 

The  rod  will  be  tapered  at  the  crosshead  end  and  fitted 
accurately  to  the  crosshead  and  secured  with  a  wrought- 
iron  or  steel  nut,  as  shown.  The  nut  at  the  crosshead 
end  will  be  secured  by  a  set  screw. 

The  piston  rod  will  be  kept  from  turning  in  the  piston 
and  crosshead  by  stop  pins. 


24.  CROSSHEADS  AND  GIBS  AND  BRASSES. 

The  crossheads  will  be  made  of  wrought  or  cast  steel; 
the  pins  will  be  3^  inches  in  diameter  and  4  inches  long, 
and  will  have  a  central  hole  of  the  size  and  shape  marked 
on  the  drawing.  Each  crosshead  will  have  a  wearing 
slipper  working  on  the  guide. 

The  hole  for  the  piston  rod  will  be  accurately  bored  bo 
fit  the  taper  on  the  piston  rod.  The  slipper  will  be  of 
manganese  bronze  of  T  section. 

The  ahead  sliding  surface  will  be  faced  with  white 
metal  fitted  in  dove-tailed  recesses  and  hammered  in 
place.  The  sliding  surface  for  the  ahead  guide  will  be 
io)4x8  inches  and  for  the  backing  it  will  be  10^x6 
inches. 

The  slipper  and  crosshead  will  be  bolted  together  as 
shown,  so  that  all  wear  may  be  taken  up. 

The  second  intermediate-pressure  crosshead  will  be 
made  as  shown  for  attachment  of  the  air  pump  beam  links 


25.  CONNECTING  RODS. 

The  connecting  rods,  with  their  bolts  and  caps  will  be 
of  forged  steel,  oil-tempered,  finished  all  over.  The  caps 
for  the  wrist  pin  end  will  be  of  composition.  The  con¬ 
necting  rods  will  be  40  inches  long  between  centers, 
turned  3  inches  in  diameter  at  small  end  and  3%  inches 
at  large  end,  with  a  i^-inch  hole  bored  through  its  en¬ 
tire  length. 

The  crosshead  end  of  each  rod  will  be  forked  to  span 
the  crosshead.  The  brasses  will  be  bored  to  3^  inches 
diameter,  and  will  be  4  inches  wide  to  fit  pins. 


■ 


14 


The  crank  pin  end  of  each  connecting  rod  will  be  in¬ 
creased  in  thickness  to  4^  inches,  and  in  width  to  13J4 
inches.  The  caps  will  be  2^  inches  thick  at  the  crown, 
each  to  conform  to  the  shape  of  the  connecting  rod  end; 
the  bolts  will  be  2  inches  in  diameter,  the  heads  to  be 
fitted  with  stop  pins,  and  the  upper  ends  of  bolts  to  be 
provided  with  split  pins  of  ample  size  outside  the  nuts. 
The  nuts  will  be  of  wrought  iron,  each  with  a  collar 
washer  recessed  into  the  connecting  rod  head  and  secured 
by  a  set  screw.  The  washer  will  be  kept  from  turning  by  a 
pin. 

Composition  distance  pieces  will  be  fitted  between  the 
butt  and  crown  brasses;  they  will  be  so  fitted  as  to  be 
removable  without  taking  out  the  cap  bolts,  and  will  be 
channeled  so  as  to  be  easily  reduced  when  taking  up  lost 
motion.  At  least  two  thin  tin  liners  will  also  be  fitted 
to  each  rod  for  a  similar  purpose. 

The  caps  will  each  be  fitted  with  one  eye  bolt  for 
handling. 

26.  CRANK  PIN  BRASSES. 

They  will  be  accurately  fitted  to  the  connecting  rod 
ends  and  secured  by  the  cap  bolts  as  before  specified. 
They  will  be  fitted  with  approved  white  metal  in  strips, 
accurately  fitted  to  the  crank  pins,  and  properly  fitted 
for  distribution  of  oil.  They  will  be  faced  with  sufficient 
clearance  between  crank  webs  to  prevent  nipping  when 
heated. 

27.  CROSSHEAD  BRASSES. 

They  will  be  accurately  fitted  to  the  crosshead  pins, 
and  properly  fitted  for  the  distribution  of  oil. 

28.  ENGINE  FRAMES. 

Each  cylinder  will  be  supported  by  four  wrought-steel 
columns,  as  shown  in  the  drawings. 

The  tops  of  the  columns  will  be  turned  and  faced  to  fit 
the  facings  and  lugs  on  the  cylinders  and  be  secured  as 
shown,  and  the  feet  of  the  columns  will  be  faced  to  fit 
the  planed  surfaces  provided  for  them  on  the  engine  bed¬ 
plate. 


15 


The  columns  will  be  stiffened  by  wrought-steel  tie  rods, 
as  shown.  The  crosshead  guides  will  be  secured  to  the 
columns  as  shown. 

29.  BEDPLATES. 

They  will  consist  each  of  steel  castings  of  I  section; 
the  upper  and  lower  flanges  will  be  connected  to  the  web 
and  stiffened  by  ribs  as  shown.  They  will  be  properly 
finished  and  faced  for  crank  shaft  brasses  and  caps,  and 
for  the  flanges  of  the  supporting  frames  and  columns. 
The  bedplates  will  be  secured  to  the  engine  keelsons  by 
i-inch  body-bound  forged  steel  bolts,  settingup  on  raised 
facings  on  the  lower  flange. 

30.  CRANK  SHAFT  BEARINGS. 

The  bearings  for  the  crank  shaft  will  be  in  two  parts, 
of  composition  lined  with  white  metal,  fitted  into  dove¬ 
tailed  recesses  and  hammered  in  place.  Both  brasses 
will  be  turned  cylindrical,  with  flanges  to  prevent  end¬ 
wise  motion.  The  lower  brass  will  rest  on  a  composition 
or  cast  steel  chock  to  which  it  will  be  properly  fitted. 

The  top  and  Uottom  brasses  will  have  provision  made 
for  circulating  water  through  them,  and  will  be  fitted 
with  ample  oil  channels. 

The  cap  bolts  will  be  of  forged  steel  i^s  inches  in  diam¬ 
eter,  each  provided  with  a  collar,  as  shown.  One  end  of 
each  bolt  will  be  threaded  and  screwed  into  the  engine 
bedplate. 

The  other  end  will  be  threaded  and  fitted  with  finished 
wrought-iron  collar  nuts  and  set  screws.  The  parts  be¬ 
yond  the  nuts  will  be  squared  and  each  fitted  with  a  split 
pin. 

The  caps  and  brasses  will  be  tapped  and  fitted  with  eye- 
bolts  for  handling. 

After  the  engines  are  secured  in  the  vessel  the  bearings 
will  be  bored  out  to  perfect  alignment  if  required.  They 
will  also  be  trued  on  their  shafts  and  any  defects  made 
good  by  scraping  to  a  proper  bearing. 

The  bearing  will  be  so  fitted  that  the  only  bearing  of 
the  journal  will  be  on  the  white  metal  surface. 


16 


The  bottom  brasses  will  be  so  fitted  that  they  can  be 
removed  without  taking  out  the  shafts. 

31.  CROSSHEAD  GUIDES. 

The  guides  to  take  the  thrust  of  the  crosshead  will  be 
of  cast  iron.  They  will  be  cast  hollow  for  the  circulation 
of  water  to  keep  them  cool.  At  the  top  they  will  be 
bolted  to  lugs  cast  on  the  bottoms  of  the  cylinders,  and 
at  the  bottom  to  a  forged  steel  cross  bar  secured  to  the 
columns  as  shown.  Cast  iron  lips  will  be  bolted  on  each 
,  side  of  each  go-ahead  guide  to  take  the  thrust  when 
backing.  The  guides  will  be  smoothly  and  accurately 
finished,  and  will  be  fitted  in  place  to  proper  alignment. 
Brass  oil  boxes  will  be  provided  for  supplying  oil  to  the 
guides. 

32.  VALVE  GEAR. 

It  will  be  of  the  Stephenson  type,  with  double-bar  links. 
All  valves  will  be  worked  direct.  There  will  be  one  cross¬ 
head  for  the  first  intermediate-pressure  valve  stems. 

The  valve  gear  will  be  so  adjusted  that  the  mean  cut¬ 
off  in  full  gear  for  both  ends  of  each  cylinder  will  be 
about  0.7  stroke. 

33.  ECCENTRICS. 

They  will  be  of  cast  iron,  each  in  two  parts. 

The  two  parts  of  each  eccentric  will  be  neatly  fitted 
together  and  secured  by  two  forged  steel  bolts.  They 
will  be  bored  out  to  a  snug  fit  on  the  seatings  and  turned 
accurately  on  the  outside  to  an  eccentricity  of  2  inches 
for  the  high,  the  intermediate,  and  the  low  pressure. 
The  seatings  for  the  eccentrics  will  be  on  the  crank  shafts. 
The  eccentrics  will  be  recessed  at  each  side  for  the  flanges 
of  the  eccentric  straps.  Each  backing  eccentric  will  be 
securely  keyed  on  the  shaft,  and  each  go-ahead  eccentric 
will  be  secured  to  the  corresponding  backing  eccentric 
by  through  bolts  in  slotted  holes,  the  holes  to  be  filled 
up  after  the  eccentrics  are  set. 

The  eccentrics  for  the  high-pressure  and  the  first  in¬ 
termediate-pressure  cylinders  will  have  2  inches  face  in- 


17 


eluding  rabbet,  and  for  the  second  intermediate-pressure 
and  low-pressure  will  have  faces  2^  inches. 

34.  ECCENTRIC  STRAPS. 

They  will  be  of  composition,  finished  all  over,  made 
with  flanges  to  fit  the  recesses  of  eccentrics,  and  with  lugs 
for  the  clamping  bolts  and  for  the  eccentric  rods.  The 
two  parts  of  each  strap  will  be  held  together  by  two 
forged  steel  bolts  with  finished  heads,  lock  nuts,  and  split 
pins,  and  fitted  with  channeled  brass  distance  pieces. 
Each  strap  will  be  lined  with  white  metal  fitted  into 
dovetailed  recesses  and  hammered  in  place.  They  will 
be  accurately  and  smoothly  bored  to  fit  the  eccentrics 
both  on  face  and  recesses,  and  be  properly  channeled  for 
oil. 

35.  ECCENTRIC  RODS. 

They  will  be  of  forged  steel,  finished  all  over.  Each 
rod  will  have  a  T  head  secured  to  its  eccentric  strap  by 
two  forged  steel  stud  bolts  with  nuts  locked  in  place. 

The  upper  end  of  each  rod  will  be  forked  to  span  the 
link,  and  fitted  with  adjustable  brasses,  as  shown. 

The  two  brasses  in  the  forks  of  each  rod  must  be  fitted 
accurately  in  line  with  each  other,  and  smoothly  bored  to 
fit  the  link  pins.  The  distances  from  centers  of  eccentrics 
to  centers  of  link  pins  will  be  3  feet  7^  inches. 

36.  MAIN  LINKS. 

They  will  be  of  the  double-bar  pattern,  of  forged  steel, 
finished  all  over.  They  will  all  have  the  pins  for  eccen¬ 
tric  rods  forged  on  and  finished  to  11  inches  between 
centers.  Extensions  of  the  pins  at  the  ahead  motion  end 
of  each  link  will  form  the  pins  for  suspension  rods.  Each 
pair  of  bars  will  be  secured  together  by  through  bolts  of 
forged  steel,  and  thimbles  fitted  with  forged  steel  nuts 
well  secured  with  split  pins. 

The  go-ahead  half  of  each  link  will  be  divided  into  ten 
equal  parts  marked  as  follows:  0  will  indicate  the  link 
in  mid  position,  and  10  in  full  gear. 

3348—3 


18 


37.  LINK  BLOCKS. 

They  will  be  of  forged  steel,  finished  all  over.  They 
will  consist  each  of  a  link  block  terminating  at  each  end 
in  a  pair  of  jaws  to  span  the  corresponding  bar  of  the 
link.  The  jaws  will  be  fitted  with  composition  gibs  fin¬ 
ished  to  the  curve  of  the  links,  the  outer  gibs  being  fitted 
with  keys  with  screw  adjustment. 

38.  SUSPENSION  LINKS. 

Each  Stephenson  link  will  be  suspended  from  the  cor¬ 
responding  arm  of  the  reversing  shaft  by  forged  steel 
suspension  links. 

The  ends  of  these  links  will  be  fitted  with  brasses  and 
caps  on  main  links  and  reversing-shaft  arms. 

39.  VALVE  STEM  CROSSHEADS  AND  GUIDES. 

The  first  intermediate-pressure  valve  stems  will  have 
a  cast-steel  crosshead,  the  crosshead  taking  hold  of  the 
link  block  directly.  The  boss  of  each  arm  of  each  cross¬ 
head  will  be  bored  to  receive  the  valve  stem,  secured  as 
heretofore  specified.  The  valve-stem  guides  will  be  cast- 
steel  brackets,  bolted  to  the  valve  chest  covers  on  the 
high-pressure  and  intermediate-pressure  cylinders,  and 
to  the  valve  chest  on  the  low-pressure  cylinder.  The 
high-pressure,  the  second  intermediate-pressure,  and  the 
low-pressure  valve  stems  will  take  hold  of  the  link  blocks 
directly. 

40.  REVERSING  GEAR. 

The  reversing  gear  for  each  engine  will  consist  of  a 
steam  cylinder  and  a  hydraulic  controlling  cylinder, 
acting  directly  on  an  arm  fixed  on  the  reversing  shaft. 
The  steam  piston  rod  will  be  secured  to  a  steel  cross¬ 
head  connecting  with  the  arm  on  the  reversing  shaft. 
The  piston  rod  will  pass  through  the  controlling  cylinder 
with  uniform  diameter.  The  valve  of  the  steam  cylinder 
will  be  of  the  piston  pattern,  of  composition,  working  in 
a  composition-lined  valve  chest.  There  will  be  a  by-pass 
valve  on  the  hydraulic  cylinder,  which  will  be  worked  by 
a  continuation  of  the  stem  of  the  steam  piston  valve. 


19 


These  valves  will  be  worked  by  a  system  of  differential 
levers,  the  primary  motion  being  derived  from  the  hand 
lever  on  the  working  platform  and  the  secondary  mo¬ 
tion  from  a  pin  on  the  reversing  arm,  all  parts  being  so 
adjusted  that  the  reversing  engine  shall  follow  the  mo¬ 
tion  of  the  hand  lever  and  be  firmly  held  when  stopped. 
There  will  be  a  stop  cock  in  the  by-pass  pipe  of  the 
hydraulic  cylinder,  and  a  pump  for  reversing  by  hand 
will  be  connected  to  the  hydraulic  cylinder,  with  its  lever 
convenient  to  the  working  platform.  The  by-pass  pipes 
will  be  connected  to  the  valve  box  of  the  hand  pump  in 
such  a  way  as  to  leave  the  hand  arrangements  always  in 
gear.  The  piston  of  the  hydraulic  cylinder  will  be 
packed  by  two  cup  leathers.  Steam  for  the  reversing 
engine  will  be  taken  from  the  auxiliary  steam  pipe. 

41.  REVERSING  SHAFTS. 

There  will  be  one  forged-steel  reversing  shaft  for  each 
engine.  It  will  have  six  arms,  two  for  the  reversing 
engine  and  one  for  each  link.  The  shaft  will  be  sup¬ 
ported  by  suitable  bearings.  Each  reversing  arm  for 
the  links  will  be  made  with  a  slot  fitted  with  a  cast-steel 
block,  to  which  the  suspension  rods  will  be  attached. 
Each  block  will  be  adjustable  in  the  slot  of  its  arm  by  a 
screw  and  hand  wheel  with  approved  locking  device,  and 
will  be  fitted  with  a  suitable  index.  The  slots  in  these 
arms  will  be  so  arranged  that  the  links  may  always  be 
thrown  into  full  backward  gear  irrespective  of  the  posi¬ 
tion  of  the  block  in  the  slot;  and  the  length  of  the  slots 
will  be  such  that  the  cut-off  may  be  varied  from  about 
0.5  to  0.7  of  the  stroke.  All  the  arms  will  be  neatly  fitted 
and  keyed  to  the  shafts. 

42.  EXHAUST  PIPES. 

The  exhaust  passages  from  the  high-pressure  steam 
chest  to  first  intermediate-pressure  steam  chest  will  be 
cast  in  the  casings  of  these  two  cylinders.  The  exhaust 
passage  from  the  first  intermediate  to  the  second  inter¬ 
mediate  will  be  cast  with  the  casing  of  the  second  interme¬ 
diate  cylinder  extending  around  the  barrel  of  the  cylinder. 


20 


Two  copper  exhaust  pipes,  one  on  each  side,  will  lead 
from  the  second  intermediate-pressure  to  the  low-pres¬ 
sure  steam  chest.  The  pipe  on  the  inboard  side  will  be 
7  inches  internal  diameter,  and  be  provided  with  a 
straight-way  valve  placed  as  close  to  the  second  interme¬ 
diate-pressure  steam  chest  as  possible.  The  pipe  on  the  f 
outboard  side  will  be  2%.  inches  in  diameter,  with  a/^ 
branch  of  this  size  running  to  the  condenser.  Beyond 
this  branch  and  extending  to  the  low-pressure  steam 
chest  the  diameter  will  be  7  inches.  Straight-way  valves 
will  be  provided  so  that  the  exhaust  steam  may  be  shut 
off  from  either,  the  condenser  or  the  low-pressure  steam 
chests.  The  exhaust  pipe  leading  from  the  low-pressure 
steam  chest  to  the  condenser  will  be  1 2  inches  in  diameter. 

43.  REVERSING  SHAFT  BEARINGS. 

The  brackets  will  be  forged  on  the  columns,  and  be 
fitted  with  bottom  brasses  and  composition  caps,  which 
will  be  bored  to  fit  the  journals  of  the  shafts. 

The  caps  will  be  secured- with  bolts  and  lock  nuts. 

44.  WORKING  PLATFORMS. 

The  floors  on  the  inboard  side  of  each  main  engine,  be¬ 
tween  the  high  and  intermediate-pressure  cylinders,  will 
be  conveniently  arranged  to  serve  as  working  platforms. 

The  counter,  revolution  indicators,  clocks,  gauges,  tele¬ 
graph  dials,  and  other  engine  room  fittings  will  be  so 
placed  near  the  working  platforms  as  to  be  in  full  view 
while  working  the  engines.  Speaking  tube  mouth-pieces 
and  telegraph  levers  will  be  conveniently  placed. 

45.  WORKING  LEVERS  AND  GEAR. 

There  will  be  at  each  working  platform  the  following 
hand  gear,  viz  : 

One  reversing  lever. 

One  hand  wheel  for  letting  live  steam  into  first  inter¬ 
mediate  valve  chest. 

Four  cylinder  drain-cock  levers;  hand-reversing  pump 
lever  ;  throttle-valve  lever  and  wheel;  bleeder-valve  hand 
wheel;  reversing-engine stop-valve  hand  wheels  for  steam 
and  exhaust. 


v 


* 


21 


Reversing  and  drain  cock  levers  will  have  springlatches 
of  “  locomotive  pattern.”  The  latches  on  reversing  levers 
will  be  of  the  best  type  and  subject  to  the  approval  of 
the  Bureau  of  Steam  Engineering. 

46.  SHAFTS. 

All  the  crank,  line,  thrust,  and  propeller  shafts  will  be 
of  forged  steel.  Each  length  will  be  forged  solid  in  one 
piece,  and  will  have  a  hole  drilled  axially  through  it  and 
through  the  crank  pins. 

All  shafts  will  be  finished  all  over.  They  will  be  sup¬ 
ported  as  shown. 

47,  CRANK  SHAFTS. 

There  will  be  three  sections  of  crank  shafts  for  each 
propelling  engine.  The  forward  and  after  sections  will 
each  have  one  crank,  and  the  middle  section  will  have 
two  cranks.  Each  crank  will  have  a  throw  of  9  inches. 
The  forward  section  of  the  shaft  will  have  a  T-piece 
forged  on  the  after  end  for  a  disconnecting  coupling, 
as  shown  in  the  drawing.  Each  end  of  the  T-arms  will 
be  bored  with  a  conical  hole  for  the  reception  of  the  coup¬ 
ling  pins.  The  distance  between  the  centers  of  these 
pins  will  be  18  inches.  The  middle  section  will  have  a 
similar  T-piece  on  the  forward  end  and  a  coupling  forged 
on  the  after  end.  The  after  section  will  have  a  coupling 
forged  on  each  end.  The  crank  pins  will  be  6^4  inches 
in  diameter  and  744  inches  long. 

The  crank  webs  will  each  be  7^  inches  wide,  with  a 
thickness  for  the  low  presure  of  3^  inches,  the  second 
intermediate  pressure  3^4  inches,  the  first  intermediate 
3%  inches,  and  the  high  pressure  4  inches.  The  webs  to 
be  chamfered  as  shown  on  the  drawing.  The  length  of 
the  forward  section  will  be  3  feet  1046  inches,  the  middle 
section  7  feet  >4  inch,  and  the  after  section  3  feet  10^8 
inches. 

Each  coupling  disk  will  be  inches  thick  and  13 
inches  in  diameter. 

There  will  be  a  raised  seating  on  each  section  of  shaft¬ 
ing  for  the  eccentrics.  The  crank  pins  must  be  accu- 


22 


rately  parallel  to  the  main  journals.  All  journals  are  to 
be  smoothly  and  accurately  turned,  and  when  finished 
will  be  tested  and  their  accuracy  proved.  There  will  be 
a  hole  inches  in  diameter  bored  axially  through  each 
shaft  and  3^4  inches  in  diameter  through  crank  pins  of 
engines.  When  bolted  together  the  cranks  of  each  en¬ 
gine  will  be  at  angles  of  90°  to  each  other;  the  first  inter¬ 
mediate  to  follow  the  high-pressure,  and  the  second  inter¬ 
mediate-pressure  to  follow  the  first  intermediate-pressure, 
and  the  low-pressure  to  follow  the  second  intermediate. 

The  ends  of  the  hole  in  each  crank  pin  will  be  closed 
by  a  brass  plate  fastened  on  with  countersunk  screws. 

One  radial  ^4-inch  hole  will  be  drilled  in  each  crank 
pin  from  the  outside  of  the  bore. 

The  various  lengths  of  the  crank  shafts  will  be  coup¬ 
led  to  each  other  by  six  1  ^4-inch  forged  steel  bolts  in  each 
pair  of  couplings.  All  holes  in  each  coupling  will  be 
drilled  or  reamed  to  template.  The  bolts  will  be  fin¬ 
ished  to  fit  the  hole  snugly,  and  each  fitted  with  wrought- 
iron  nut  and  split  pin. 

A  worm  wheel  for  turning  the  shaft  will  be  fitted  where 
directed. 

48.  THRUST  SHAFTS. 

They  will  be  5^6  inches  in  diameter,  about  12  feet  6 
inches  long  over  all,  with  2^-inch  axial  holes.  Eac*h 
shaft  will  have  eight  thrust  collars  i}&  inches  wide,  with 
spaces  of  1^6  inches,  the  collars  to  be  8^  inches  outside 
diameter.  There  will  be  coupling  disks  forged  on  the 
forward  and  after  ends  i$4  inches  thick  and  13  inches 
diameter. 

The  bolt  holes  in  the  couplings  will  be  drilled  or  reamed 
to  template,  and  will  be  spaced  the  same  as  those  in  the 
crank-shaft  couplings. 

49.  PROPELLER  SHAFTS. 

The  propeller  shafts  will  each  be  in  two  lengths.  A 
3-inch  hole  will  be  bored  in  both  sections  of  shaft. 

The  forward  section  of  each  shaft  will  be  about  19  feet 
long  and  6^4  inches  diameter,  cased  with  composition  }4 


I 


23 


inch  thick  at  the  bearings  and  ^4  inch  thick  elsewhere. 
The  casing  will  be  shrunk  and  pinned  on,  and  must  be 
water-tight.  The  casings  must  be  accurately  and 
smoothly  turned  to  form  journals. 

The  after  end  of  forward  section  will  be  tapered  to  fit 
a  sleeve  coupling. 

The  after  section  will  be  about  27  feet  long  and  6j4 
inches  diameter,  and  will  be  tapered  at  the  forward  end 
to  fit  a  sleeve  coupling.  It  will  have  a  composition  casing 
which  will  be  *4  inch  thick  where  it  passes  through  the 
bracket  bearing,  up  to  and  beyond  the  fair-water  casing, 
and  which  will  enter  1  inch  into  the  propeller  boss. 

This  section  will  be  well  painted,  and  the  exposed  part 
then  covered  with  two  thicknesses  of  insulating  tape, 
overlapping,  and  wound  from  the  after  end. 

The  after  end  will  be  tapered  to  fit  the  bore  of  the 
propeller  boss,  and  will  be  fitted  for  two  feather  keys. 

The  hole  in  this  section  of  the  shaft  will  be  3  inches 
diameter,  except  in  that  part  passing  through  the  pro¬ 
peller  hub,  where  it  will  be  tapered  so  as  not  to  reduce 
the  thickness  of  the  metal  around  the  hole. 

There  will  be  a  water-tight  plug  in  each  end  of  each 
section  of  propeller  shafting. 

The  two  lengths  of  each  propeller  shaft  will  be  coupled 
to  each  other  by  a  sleeve  coupling  2  feet  4^  inches  long 
and  9  inches  in  diameter.  It  will  be  bored  with  a  conical 
hole  6^6  inches  in  diameter  at  the  ends  and  5^  inches  at 
the  middle.  It  will  be  secured  to  the  forward  and  after 
sections  of  the  propeller  shaft  by  two  feather  keys  at 
each  end,  14  inches  long  by  1  inch  thick  and  1%  inches 
wide,  and  by  one  cross  key  in  each  section  of  the  shaft. 
The  cross  key  will  have  a  section  of  3^4  inches  wide  by 
1%  inches  thick. 

There  will  be  at  the  forward  end  of  the  after  section 
of  each  propeller  shaft  a  cast-steel  casing  to  form  a  fair 
waterline  from  the  end  of  the  stern  tube  to  the  shaft,  as 
shown  in  drawings.  The  casing  will  be  finished  on  the 
outside  and  bored  to  fit  the  shaft  and  couplings. 

The  shaft,  couplings,  and  casings  wfill  be  well  coated 
with  the  same  composition  as  the  hull. 


24 


50.  LUBRICATION. 

All  working  parts  of  the  machinery  will  be  fitted  with 
efficient  lubricators,  each  with  a  sufficient  oil  capacity  for 
four  hours’  running.  Each  lubricator  to  be  fitted  with  a 
tube  leading  to  the  wipers  on  the  moving  parts,  or  tubes 
in  the  bearings  and  guides.  Each  tube  from  the  lubri¬ 
cators  will  be  fitted  with  a  valve  adjustment  and  a  sight 
feed  with  a  well  protected  glass  tube. 

There  will  be  in  the  engine  room  hatch  for  each  en¬ 
gine  a  5-gallon  oil  tank,  well  tinned  on  the  inside,  and 
fitted  with  a  glass  gauge,  filling  pipe,  and  air  cock.  Each 
tank  will  be  connected  to  all  the  lubricators  on  its  en¬ 
gine  by  j^-inch  brass  or  copper  pipes,  as  maybe  directed, 
the  tank  to  be  placed  in  such  a  position  that  oil  will  flow 
to  each  lubricator. 

Unions  will  be  fitted  where  necessary,  so  that  the  oil 
pipes  may  be  quickly  taken  down  and  cleaned,  and  each 
pipe  will  be  connected  to  the  bearings  by  a  union  joint. 
Each  main  crank  pin  will  be  oiled  by  cups  carried  on  the 
connecting  rod — taking  oil  from  wicks  overhead;  the  oil 
to  be  carried  to  the  crank  pins  by  brass  pipes  secured  to 
the  connecting  rods.  These  pipes  will  have  union  joints 
where  connected  to  oil  cups. 

Each  main  crosshead  journal  will  take  oil  from  an  over¬ 
head  wick  cup. 

Each  crosshead  guide  will  be  oiled  by  pipes  connecting 
with  holes  leading  to  about  the  middle  of  each  guide. 

Pipes,  fitted  as  above  specified,  will  lead  from  the  lubri¬ 
cators  to  the  following  parts  of  each  engine:  Piston  rods, 
valve  stems,  valve  links,  and  reversing  shaft. 

Each  balance  piston  and  each  piston  valve  will  have  a 
globe  oil  cup,  placed  sufficiently  high  to  insure  the  oil 
running  where  desired  without  regard  to  the  trim  of  the 
vessel. 

The  upper  end  of  ea^h  eccentric  rod  will  carry  an  oil 
cup  on  each  fork;  these  cups  to  take  oil  from  pipes  lead¬ 
ing  from  an  oil  cup  attached  to  the  suspension  rod  of  the 
link  near  the  rock-shaft  arm  pin.  The  link-block  pins 
will  be  lubricated  by  wiper  oil  cups,  fed  from  fixed  cups 
overhead. 


25 


Each  eccentric  will  have  a  long  oil  cup  fed  by  a  drip 
pipe,  so  arranged  that  the  eccentric  will  be  lubricated  in 
all  positions. 

There  will  be  a  small  oil  tank,  with  glass  gauge,  placed 
in  a  convenient  position,  and  connected  by  pipes  with  a 
closed  oil  box  at  each  crank-shaft  bearing,  so  that  when 
necessary  oil  can  be  supplied  to  the  journals  under  a  head. 
From  each  of  these  boxes  two  tubes  will  lead  to  the  bear¬ 
ing,  each  with  valve  adjustment,  and  with  a  sight  feed 
with  a  well-protected  glass  tube. 

There  will  be  fitted  to  each  main  steam  pipe,  close  to 
each  high  pressure  valve  chest,  an  approved  steam  sight- 
feed  oil  cup  of  one  quart  capacity,  with  gauge  glass.  As 
far  as  possible  all  the  oil  for  the  moving  parts  of  each 
engine,  except  main  bearings,  will  be  supplied  from  one 
oil  box  on  the  cylinder  with  separate  valve,  sight  feed, 
and  pipe  for  each  part  to  be  oiled.  There  will  be  a  steam 
sight-feed  cup  on  each  circulating,  blower,  feed  and  bilge 
pump  engine.  Each  blower  engine  will  have  a  continu¬ 
ous  automatic  lubricator  of  approved  pattern.  All  work¬ 
ing  parts  for  which  oil  cups  are  not  specified  or  shown  in 
drawings  will  have  oiling  gear  of  approved  design,  such 
that  they  can  be  oiled  without  slowing.  All  the  oiling 
of  each  auxiliary  engine  will  be  done  by  one  oil  box 
where  practicable.  All  fixed  oil  cups  will  have  hinged 
covers,  with  stops  to  prevent  being  opened  too  far.  Mov¬ 
ing  oil  cups,  where  necessary,  will  have  removable 
covers.  The  supply  of  oil  to  various  parts  is  to  be  easily 
regulated.  All  oil  cups  and  their  fittings,  except  such 
as  are  cast  on  bearings,  will  be  of  finished  cast  brass,  or 
of  sheet  brass  or  copper,  as  may  be  directed,  with  all  seams 
brazed. 

51.  OIL  DRIPS. 

All  fixed  bearings  will  have  drip  cups  cast  on  where 
possible,  otherwise  they  will  be  of  cast  brass,  properly 
applied.  All  moving  parts  will  have  drip  cups  or  pans 
cast  on  engine  frames  where  directed,  otherwise  to  be 
substantially  made  of  sheet  brass  or  copper,  with  brazed 
seams.  All  drip  cups  will  have  drain  pipes  and  cocks  of 
3348—4 


26 


at  least  ]/z  inch  diameter,  which  can  be  used  while  the  en¬ 
gines  are  in  operation. 

52.  JOURNAL  BOXES. 

All  journals  or  moving  parts  of  iron  or  steel  will  run, 
unless  otherwise  specified,  in  composition  boxes.  These 
boxes  will  be  lined  with  approved  anti-friction  metal 
where  directed.  All  adjustable  bearings  will  be  provided 
with  channel  brass  chipping  pieces,  securely  held  in  place 
and  easily  removable. 

53.  MANDRELS  FOR  WHITE  METAL  BEARINGS. 

Hollow  cast-iron  mandrels  will  be  furnished  for  form¬ 
ing  the  white  metal  linings  of  crank  pin,  crank  shaft,  line 
shaft,  and  thrust  bearings.  All  these  will  be  smoothly 
and  accurately  turned  to  size,  and  packed  so  as  to  be  per¬ 
fectly  protected. 

54.  STUFFING  BOXES. 

All  iron  boxes  will  be  bushed  with  composition.  All 
glands  will  be  of  composition  and  fitted  with  approved 
means  of  adjustment  while  the  engines  are  in  operation, 
and  those  not  fitted  with  pinion  nuts  and  spur  rings  will 
have  lock  nuts  and  split  pins.  Watson’s  metallic  pack¬ 
ing  will  be  fitted  in  stuffing  boxes  of  all  piston  rods  and 
valve  stems  of  main  and  auxiliary  engines.  For  piston 
rods  and  valve  stems  over  i%  inches  in  diameter,  the 
packing  will  be  in  at  least  two  independent  sections;  for 
piston  rods  and  valve  stems  between  ^  and  inches 
diameter,  it  will  be  made  in  one  section. 

55.  BOLTS  AND  NUTS. 

All  bolt  heads  and  nuts  less  than  3  inches,  except  in 
special  cases,  will  conform  to  t}ie  United  States  Navy 
standard.  Screw  threads  on  bolts  and  nuts  must  in  all 
cases  conform  to  the  above  standard.  All  finished  bolts, 
except  as  directed,  will  be  kept  from  turning  by  dowels 
or  other  suitable  devices.  This  specification  is  intended 
to  apply  to  all  pumps  and  auxiliary  engines,  as  well  as 
to  parts  of  the  main  engines  and  boilers. 


27 


The  nuts  of  all  bolts  on  moving  parts  and  on  pillow 
blocks,  and  elsewhere  as  shown,  will  be  locked,  and  the 
bolts  will  extend  beyond  the  nuts,  without  threads,  and 
will  be  fitted  with  split  pins. 

56.  THRUST  BEARINGS. 

Each  thrust-bearing  pedestal  of  cast  iron  will  be  bored 
out  to  receive  the  lower  part  of  bearing,  and  firmly 
bolted  to  the  seating  provided.  The  bearing  will  be  in 
two  parts,  of  cast  iron,  with  white  metal  linings.  The 
lower  part  will  be  finished  to  fit  the  pedestal.  The  upper 
part  or  cap  will  be  separated  from  the  bottom  by  com¬ 
position  distance  pieces,  and  will  be  fitted  in  place  with 
wrought-iron  dowel  pins,  fitting  snugly  in  holes  in  the 
lower  part  of  bearing.  The  cap  will  be  faced  to  fit  longi¬ 
tudinal  recesses  in  the  upper  flanges  of  pedestal,  and 
will  be  held  down  by  bolts,  body  bound  in  pedestal,  but 
with  slotted  holes  in  cap.  Each  cap  will  have  a  box  cast 
on  top  with  a  hinged  cover. 

The  end  and  side  walls  of  the  pedestal  will  form  an  oil 
trough,  from  which  there  will  lead  an  oil  hole  to  each 
collar  and  each  recess,  the  white  metal  being  properly 
channeled  for  distribution  of  oil.  Inside  this  trough, 
both  forward  and  abaft  the  thrust  collars,  will  be  a  com¬ 
position  bearing  for  taking  the  weight  of  the  shaft.  The 
cap  for  this  bearing  will  be  of  cast  iron  lined  with  white 
metal.  These  bearings  will  be  adjustable  vertically  by 
wedges  with  regulating  screws. 

At  each  end  of  each  thrust  bearing  there  will  be  a 
divided  stuffing  box  and  gland  to  prevent  escape  of  oil. 
At  the  bottom  of  each  thrust  bearing  there  will  be  a  fore 
and  aft  channel  connecting  all  the  bearing  recesses,  the 
connecting  holes  to  each  of  at  least  i  square  inch  in  area; 
a  drain  cock  will  be  fitted  at  each  end. 

The  oil  trough  will  also  be  fitted  with  a  cooling  coil. 
There  will  be  four  adjusting  screws,  two  at  each  end  of 
the  thrust-bearing  pedestal  for  adjusting  the  bearing 
fore  and  aft.  The  caps  will  be  fitted  with  eyebolts  for 
convenience  of  handling. 


28 


57.  JACKS  FOR  COUPLING  BOLTS. 

A  hydraulic  jack  of  approved  pattern  will  be  fitted  for 
withdrawing  the  bolts  of  the  shaft  couplings. 

58.  STERN  TUBE  BEARINGS. 

Each  stern  tube  will  be  finished  as  follows:  It  will  be 
made  of  mild  steel  with  internal  cast  steel  rings  at  each 
lignum-vitse  bearing.  Fitted  to  these  rings  there  will  be 
a  composition  bushing,  the  inner  one  made  in  halves,  the 
joints  to  be  in  a  horizontal  plane  when  bushing  is  in 
place.  These  bushings  will  be  fitted  with  sections  of 
lignum-vitse,  put  in  so  as  to  wear  on  end  of  grain,  and 
smoothly  and  accurately  bored  in  place  to  suit  the  shaft 
casing.  All  the  lignum-vitse  bearings  will  be  well  water- 
soaked,  and  bored  out  in  place  to  perfect  alignment  and 
to  a  loose  fit  on  the  shaft  casing. 

59.  STERN  TUBE  STUFFING  BOXES. 

At  the  forward  end  of  each  stern  tube  there  will  be 
a  composition  stuffing  box,  made  in  halves,  divided 
longitudinally.  It  will  be  bolted  to  the  flange  on  the 
forward  end  of  the  stern  tube  bushing.  The  two  parts 
will  be  bolted  together  along  the  longitudinal  division  by 
proper  flanges.  The  follower  will  be  of  composition,  in 
two  parts,  with  a  space  of  inches  between  the  parts 
on  each  side.  The  packing  spaces  will  be  about  7  inches 
deep  and  1  inch  wide. 

The  follower  bolts  will  be  of  rolled  manganese  or 
Tobin  bronze.  To  each  stuffing  box,  abaft  the  packing, 
a  i-inch  pipe  will  be  attached  leading  to  the  engine  room 
bilge.  It  will  also  be  connected  with  the  engine  room 
water  service  pipes,  and  will  be  provided  with  a  valve,  so 
that  the  bearing  can  be  drained  into  the  bilge  or  washed 
out  by  water  from  the  engine  room  pump  at  will. 

60.  STERN  BRACKET  BEARINGS. 

Each  stern  bracket  bearing  will  have  a  neatly  fitting  • 
composition  lining,  made  in  halves,  divided  longitudi¬ 
nally.  It  will  have  a  lignum-vitse  bearing,  fitted  as  in 
the  stern  tube.  The  lignum-vitse  will  be  held  in  place  at 


29 


the  forward  end  by  a  flat  ring  bolted  to  the  lining.  A 
cast  steel  sleeve,  V2  inch  thick,  will  be  secured  to  each 
stern  bracket  by  four  24 -inch  screws,  to  form  a  fair  water 
line  to  the  propeller  boss.  At  the  forward  ^end  of  each 
bearing  there  will  be  a  composition  sleeve,  j/s  inch  thick, 
secured  to  stern  bracket  boss.  This  sleeve  will  be  shaped 
to  form  a  fair  water  line  from  the  shaft  to  the  stern 
bracket  boss,  and  will  be  finished  on  the  outside. 

61.  SCREW  PROPELLERS. 

They  will  be  of  manganese  bronze  or  approved  equiva¬ 
lent  metal.  The  starboard  propeller  will  be  right  and  the 
port  one  left  handed.  Each  blade  will  be  firmly  bolted 
to  the  boss  by  tap  bolts  of  rolled  manganese  or  Tobin 
bronze,  secured  by  lock  plates.  The  recesses  for  the  bolt 
heads  will  be  covered  by  composition  plates  held  by 
countersunk  screws,  and  finished  to  form  a  smooth  surface 
fair  with  the  boss.  The  bolt  holes  in  the  flanges  of  the 
propeller  blades  will  be  made  oval  to  allow  of  adjustment 
of  the  pitch. 

Each  boss  will  be  accurately  bored  to  fit  the  taper  on 
after  end  of  shaft  and  fitted  with  a  feather  key.  Each 
propeller  will  be  held  on  the  shaft  by  a  nut  screwed  on 
and  locked  in  place.  The  shaft  casing  will  enter  about 
i  inch  into  the  propeller  boss  and  be  fitted  water-tight. 
Each  boss  will  be  finished  at  the  after  end  by  a  composition 
cap  bolted  on  water-tight  ;  the  bosses  and  caps  will  be 
finished  all  over.  The  blades  will  be  cast  as  smoothly  as 
possible  and  have  any  roughness  removed,  and  when 
finished  must  all  be  of  equal  weight.  The  flanges  of  the 
blades  will  be  turned  and  faced  to  fit  the  recesses  in  the 
bosses  accurately,  and,  after  being  secured  in  place,  must 
have  the  edges  made  fair. 

62.  CONDENSERS. 

There  will  be  two  cylindrical  condensers,  each  3  feet 
internal  diameter,  cast  of  composition  not  over  ys  inch 
thick.  The  shell  will  be  in  two  parts  as  shown. 

There  will  be  the  following  openings  in  each  condenser, 
each  with  properly  faced  flanges,  viz.: 

One  for  main  exhaust  pipe,  12  inches  diameter;  one  for 


30 


auxiliary  exhaust  pipe,  6  inches  diameter;  one  for  air 
pump  suction  pipe,  6  inches  diameter;  one  6-inch  hand 
hole,  with  nozzle  for  salt  feed  spray  and  soda  cock  in  the 
cover;  one-6  inch  hand  hole,  with  i ^4-inch  nozzle  for  boil¬ 
ing  out,  as  shown.  The  condensers  will  be  supported  from 
the  feed  tanks,  as  shown. 

The  tube  sheets  will  be  made  of  composition,  inch 
thick,  with  smoothly  finished  holes  for  the  tubes,  tapped 
and  fitted  with  screw  glands  for  packing  the  tubes.  There 
will  be  a  hand  hole  at  the  lower  part  of  each  tube  sheet. 
The  glands  will  be  beaded  at'outer  ends  to  prevent  tubes 
from  crawling,  and  will  be  slotted  to  admit  a  tool  for 
screwing  up.  Cotton-tape  packing  will  be  used.  Each  con-  . 
denser  will  contain  946  seamless  drawn  brass  tubes,  $/&  inch 
outside  diameter,  No.  18,  B.  W.  G.  in  thickness;  they  will 
be  8  feet  long  between  tube  sheets  and  will  be  spaced  Cl¬ 
inch  between  centers.  The  cooling  surface  of  each  con¬ 
denser  will  be  about  1,238  square  feet,  measured  on  the 
outside  of  the  tubes. 

The  two  sections  of  condenser-shell  will  have  flanges 
for  securing  to  each  other  and  to  connect  with  the  tube 
sheets.  The  tube  sheets  will  be  secured  to  the  flanges 
of  the  shell  by  naval  brass  or  Tobin  bronze  collar  bolts, 
which  will  also  be  used  for  fastening  the  circulating 
water  chests. 

The  chest  for  entrance  and  exit  of  circulating  water 
will  be  made  of  composition,  with  a  division  plate  in  the 
middle  and  with  two  hand  holes.  It  will  have  a  lifting 
lug  cast  on  and  be  provided  with  an  air  cock  and  a  drain 
cock,  as  shown.  The  inlet  and  outlet  nozzles  will  each 
be  6  inches  in  diameter  of  opening. 

The  water  chest  at  the  other  end  will  be  cast  as  shown. 

It  will  have  one  manhole. 

The  nozzle  for  connecting  the  condenser  with  the  aux¬ 
iliary  exhaust  pipe  will  be  of  composition,  and  will  be 
reduced  from  the  size  of  opening  to  that  of  the  pipe. 

Baffle  plates  of  brass  will  be  fitted,  as  shown,  to  direct 
the  steam  over  all  the  tubes.  Plates  will  be  provided  for 
supporting  the  tubes  and  to  act  also  as  baffle  plate.  In 


31 


front  of  the  main  exhaust  nozzle,  above  the  tubes,  will 
be  a  deflecting  plate,  supported  as  shown. 

A  copper  tank,  pipe,  and  a  cock  will  be  provided  for 
admitting  an  alkaline  solution  into  each  condenser — this 
pipe  to  connect  with  the  salt-fed  spray;  the  tank  to  be  of 
at  least  5  gallons  capacity  and  conveniently  placed.  A 
1 -inch  branch  from  the  auxilary  steam  pipe  will  lead  to 
the  bottom  of  the  condenser  for  cleaning  the  tubes  by 
boiling.  Drain  cocks  will  be  provided  with  pipes  lead¬ 
ing  to  the  bilge,  and  all  cocks  to  have  suitable  handles 
for  working  them. 

All  parts  of  the  condenser,  except  as  otherwise  speci¬ 
fied,  will  be  made  of  composition.  All  bolts  to  be  of 
naval  brass  or  Tobin  bronze.  All  bolts  for  securing 
flanges  of  pipes  and  manhole  plates  will  be  standing 
bolts,  and  will,  wherever  possible,  be  screwed  into  the 
condenser  plates,  with  heads  inside.  The  condenser  must 
be  perfectly  tight  all  over  and  be  so  proved  after  being 
secured  in  place. 

63.  AIR  PUMPS. 

There  will  be  for  each  condenser  one  vertical  single- 
acting  air  pump,  14%  inches  diameter,  worked  from  the 
second  intermediate-pressure  crosshead. 

The  channel-way,  barrel,  bucket,  top,  and  valve  seats 
will  be  cast  of  composition,  as  shown.  The  rod  will  be 
of  rolled  manganese,  phosphor,  or  Tobin  bronze,  and  will 
be  guided  by  composition  brackets  supported  from  the  top 
of  the  pump.  It  will  be  1^  inches  in  diameter,  tapered 
through  the  crosshead  to  inches,  and 

reduced  to  1  inch  through  the  guide. 

The  channel-way  will  be  cast  with  two  palms  for  bolt¬ 
ing  to  the  face  of  the  bed-plate,  and  be  faced  on  the 
bottom  for  bolting  to  the  top  of  bed-plate.  It  will  be 
enlarged,  as  shown,  with  a  flange  for  bolting  the  suction 
pipe  to.  All  bolts  will  be  through  bolts  of  rolled  man¬ 
ganese  or  Tobin  bronze. 

The  barrel  will  be  bored  to  a  diameter  of  14^  inches, 
leaving  the  metal  T7¥-inch  thick.  The  upper  part  will  be 
enlarged  to  an  internal  diameter  of  18 %  inches,  and  will 


form  a  seating  for  the  delivery  valve. seat.  It  will  have 
facings  for  bolting  two  composition  stays  from  the  engine 
columns,  a  flange  for  bolting  to  the  top,  and  a  nozzle  for 
the  discharge  pipe,  as  shown. 

The  top  will  be  1 8^4  inches  inside  diameter,  and  will 
have  raised  facings  on  its  upper  surface  for  supporting 
the  guide  brackets  and  the  beam  rock  shaft  bearings. 

The  suction  valve  seats  will  be  bolted  to  the  pump 
barrel  and  channel-way,  as  shown,  the  joints  between 
them  being  scraped  surfaces.  The  delivery  valve  seat 
will  rest  on  the  top  of  the  barrel  and  be  held  in  place 
from  the  top  of  the  pump  by  a  spiral  spring  of  phosphor 
bronze,  which  will  allow  the  seat  to  lift  when  the  pres¬ 
sure  beneath  it  exceeds  3  pounds  per  square  inch. 

The  bucket  will  be  cast  as  shown;  will  have  a  wearing 
surface  3  inches  wide  and  be  grooved  for  water  packing. 
It  will  have  a  stroke  of  6  inches.  The  upper  surface  will 
be  a  grating,  as  shown,  fitted  for  six  valves  3^  inches 
diameter.  The  valves  will  be  composed  of  three  flat 
disks  of  rolled  manganese  bronze  or  approved  equivalent 
metal  ^  inch  thick,  and  will  be  held  in  place  by  a  guard 
and  spiral  spring  of  phosphor  bronze  or  approved  equiva¬ 
lent  metal.  The  valve  studs  will  be  of  similar  material. 
The  valves  and  guards  must  be  easily  removable  and  held 
firmly  in  place.  The  valve  gratings  must  be  so  arranged 
as  to  give  a  clear  opening  of  7  square  inches  through 
each  valve. 

All  flanges  will  be  tapped  for  and  provided  with  jack 
bolts  and  eyebolts. 

A  suction  pipe,  6  inches  in  diameter,  will  connect  the 
channelway  with  the  condenser,  and  a  delivery  pipe  5 
inches  in  diameter,  the  delivery  chamber  with  the  feed 
tank.  A  straightway  valve  will  be  placed  in  the  suction 
pipe  near  each  pump,  so  that  the  pump  may  be  shut  off 
when  the  condenser  is  used  for  auxiliary  purposes. 

This  pipe  will  have  a  branch  to  the  auxiliary  air  pump 
2^4  inches  in  diameter,  with  a  straightway  valve  in  it. 
The  delivery  pipe  will  have  a  2j4-inch  branch  brazed  on 
for  the  auxiliary  air  pump  discharge. 

Each  air  pump,  together  with  its  condenser,  must 


33 


maintain  a  vacuum  within  four  inches  of  mercury  of 
the  atmospheric  barometer  with  the  propelling  engines 
at  full  power  under  forced  draft. 

The  air  pump  crossheads  will  be  of  steel,  as  shown, 
with  journals  at  each  end  2  inches  in  diameter,  and  wilV 
be  connected  to  the  beam  pins  by  links  6  inches  long,  as 
shown.  The  hole  in  the  central  boss  will  be  tapered  for 
the  air  pump  rod  from  1^8  inches  diameter  at  the  bottom 
to  i|4  inches  at  the  top. 

The  rock-shaft  bearings  will  be  of  cast  iron,  with  com¬ 
position  boxes,  and  will  each  be  secured  to  the  top. of 
the  pump  by  six  ^8-inch  bolts  of  rolled  manganese  or 
Tobin  bronze.  The  bearings  will  be  3  inches  in  diame¬ 
ter  and  3  inches  long. 

The  rock  shaft  will  be  of  steel,  3  inches  in  diameter, 
with  an  axial  hole  1%  inches  in  diameter.  It  will  be 
enlarged  outside  of  bearings  to  a  diameter  of  3^2  inches 
for  attachment  of  the  beam  plates. 

The  beams  will  be  of  plate  steel,  inch  thick,  each 
pair  for  each  engine  being  double  and  the  plates  of  each 
pair  separated  a  distance  of  1^  inches.  The  pins  at 
ends  ot  the  beams  will  be  2  inches  in  diameter  at  air 
pump  end,  and  iy%  inches  at  crosshead  end,  and  will  be 
secured  to  beams  as  shown. 

The  plates  will  be  3^  inches  wide  at  crosshead  end, 
^y2  inches  at  pump  end,  and  will  be  enlarged  to  a  diame¬ 
ter  of  7l/2  inches  at  rock  shaft,  to  which  they  will  be 
keyed,  the  plates  being  held  apart  by  thimbles  riveted 
to  them. 

64.  AUXILIARY  AIR  PUMP. 

i 

There  will  be  an  air  pump  6  inches  in  diameter,  run  ' 
from  the  crosshead  of  each  circulating  engine,  as  shown 
on  drawing.  It  will  have  a  stroke  of  4  inches,  and  will 
be  similar  in  design  and  general  construction  to  the  main 
air  pumps,  except  that  the  beam  rock-shaft  will  be  sup¬ 
ported  from  the  engine  frames,  and  that  the  links  will 
be  flat  bars,  bushed.  The  suction  pipes  will  be  2^  inches 
and  the  delivery  pipes  2^4  inches  in  diameter.  The  de¬ 
livery  pipes  will  discharge  into  the  delivery  pipe  for 
3348-5 


34 


main  air  pump  at  a  point  such  that  the  water  will  run 
only  into  the  feed  tank.  The  suction  pipes  will  each 
have  a  branch  for  discharge  from  the  evaporator  trap. 

65.  CIRCULATING  PUMPS. 

There  will  be  one  centrifugal  double-inlet  circulating 
pump  for  each  condenser,  driven  by  independent  engines 
of  approved  pattern,  and  of  sufficient  power  to  secure 
the  results  specified.  The  engine  valves  will  be  of  either 
the  slide  or  piston  type.  Each  pump  must  be  capable  of 
discharging  2,500  gallons  of  water  per  minute  from  the 
bilge.  The  pumps  will  be  made  of  composition,  except 
as  otherwise  specified.  Each  pump  casing  will  be  madew5^w,,'^ 
in  two  parts,  vi  d  e  d-  -in  -  -a  hor  i  s*©n4al  pi  an  e,  -ti-u^-u-pper 
part  with  oonvometreea-for  handling.  The  suction  noz¬ 
zle  will  have  an  opening  for  sea  suction  not  less  than  7 
inches  diameter,  and  a  7-inch  opening  for  bilge  suction. 

The  delivery  nozzle  will  have  a  branch  cast  on  for  con¬ 
necting  the  water  service  supply  pipe.  The  pump  run¬ 
ners  will  be  smoothly  cored,  finished  on  the  outside,  and 
perfectly  balanced.  The  shafts  will  be  of  phosphor  bronze 
or  other  approved  metal.  The  bearings  will  consist  of 
sections  of  lignum-vitse,  on  end  of  grain,  dovetailed  into 
composition  split  sleeves,  which  will  be  well  secured 
against  turning.  eada«_  --  - 

•in  two- -parts.  There  will  be  an  air  cock  at  the  top  of  the 
pump  casing  and  a  drain  cock  at  the  bottom.  The  pump 
casings  must  be  made  as  light  as  possible  consistent  with 
strength,  and  must  be  smoothly  cored,  with  easy  bends 
wherever  the  direction  of  the  flow  of  water  is  changed. 

The  circulating  pumps  will  take  steam  from  the  auxiliary 
steam  pipe. 

The  crosshead  will  work  the  auxiliary  air  pump  by 
means  of  links  and  a  beam  in  the  same  manner  as  the 
main  air  pumps  are  worked  from  the  main  engines. 

66.  CIRCULATING  PUMP  CONNECTIONS. 

Each  circulating  pump  will  be  fitted  with  pipes  and 
valves  to  draw  from  the  sea,  from  the  double  bottom,  from 
the  main  drain,  and  from  the  engine  room  bilge,  and  will 
deliver  into  the  condenser  or  direct  to  the  outboard 


35 


delivery  pipe  by  a  pipe  connecting  inlet  and  outlet  of 
condenser.  This  pipe  and  the  inlet  pipe  each  to  have  a 
straightway  valve,  and  the  outlet  pipe  a  butterfly  valve. 

The  injection  and  delivery  pipes  for  condenser  circu¬ 
lation  will  be  not  less  than  7  and  6  inches  internal  diame¬ 
ter  respectively. 

There  will  be  stop  valves  in  the  pipes  leading  from  the 
sea  and  from  the  bilge  to  the  circulating  pumps.  These 
valves  will  be  so  connected  by  a  locking  device  that  when 
one  is  open  the  other  is  shut ;  and  both  will  be  worked 
by  hand  wheels  well  above  the  floor  plates. 

67.  SEA  INJECTION  VALVES. 

There  will  be  one  screw  main  injection  valve  7  inches 
diameter  for  each  condenser.  Each  will  be  on  the  same 
side  of  the  ship  as  its  condenser,  and  will  connect  with 
the  sea  by  a  conical  steel  tube  passing  through  the 
double  bottom. 

There  will  be  a  strainer  on  each  pipe  at  the  ship’s  side. 
The  hand  wheels  of  these  valves  must  be  easily  accessi¬ 
ble  above  the  engine  room  floor  plates. 

There  will  be  a  i-inch  steam  pipe  leading  from  the 
auxiliary  steam  pipe  to  the  injection  pipe  outside  of  in¬ 
jection  valve.  This  pipe  to  have  a  valve  at  each  end. 

68.  BILGE  INJECTION  VALVES. 

They  will  be  as  specified  under  the  head  of  “  Bilge 
suction  Pipes.” 

69.  OUTBOARD  delivery  valves. 

There  will  be  one  straightway  main  outboard  delivery 
valve  6  inches  diameter  for  each  condenser. 

It  will  be  secured  to  the  water-tank  bulkhead,  and  con¬ 
nect  with  a  steel  tube  ^4-inch  thick,  riveted  to  the  side 
of  the  ship  and  to  the  tank  bulkhead. 

70.  FEED  TANKS  AND  FILTER. 

There  will  be  a  feed  tank  for  each  engine,  placed  as 
shown  in  the  drawing.  Each  tank  will  have  a  capacity 
of  about  200  gallons.  It  will  be  made  of  -^-inch  wrought 
iron.  It  will  be  braced  internally  as  may  be  directed. 


36 


Each  tank  will  have  at  least  30  cubic  inches  of  rolled 
zinc  plates,  about  inch  thick,  suspended  from  the 
braces.  The  straps  suspending  the  zinc  plates  and  the 
braces  where  the  straps  come  in  contact  will  be  filed 
bright  before  being  secured  in  position.  The  parts  to  be 
then  well  painted  on  the  outside,  or  the  joints  to  be  made 
water-tight  in  other  approved  manner.  A  portion  of  the 
tank  will  be  fitted  as  a  filter  so  that  the  entering  water 
will  rise  through  the  filtering  material  into  which  the 
water  from  the  air  pumps  will  be  delivered.  The  filter 
will  be  provided  with  sponges,  or  other  approved  material, 
and  so  arranged  that  it  will  be  readily  accessible.  Each 
tank  will  have  a  manhole  with  bolted  cover,  and  will 
have  a  glass  water  gauge  with  suitable  guards,  shut-off 
cocks,  and  drain  cocks,  and  will  be  fitted  and  lagged  with 
black  walnut  lagging. 

Each  tank  and  filter  will  have  the  following  pipe  con¬ 
nections:  A  discharge  pipe  from  its  own  air  pump;  an 
overflow  pipe  leading  to  bilge,  but  so  arranged  that  any 
water  passing  down  it  may  be  seen;  a  suction  pipe  to 
feed  pumps,  with  valve;  drain  pipes  from  traps,  as  else¬ 
where  specified:  a  vapor  pipe,  inches  diameter,  of  cop¬ 
per,  No.  1 6  B.  W.  G.  The  vapor  pipes  will  lead  up  the 
engine  room  hatches  and  discharge  above  the  level  of 
the  awnings,  where  they  will  have  suitable  hoods,  or 
they  may  be  led  into  the  main  escape  pipe.  Each  feed 
pump  suction  will  be  provided  with  a  balanced  valve 
operated  by  a  copper  float  in  the  feed  tank,  so  arranged 
that  it  will  allow  no  air  to  enter  the  feed  pipes.  All  trap 
discharges  and  drains  will  enter  the  feed  tanks  well  be¬ 
low  the  ordinary  water  level. 

71.  GREASE  EXTRACTORS. 

If  ordered,  grease  extractors,  to  be  approved  by  the 
Bureau  of  vSteam  Engineering,  will  be  fitted  where  di¬ 
rected. 

72.  FEED  TANK  SUCTION  PIPES. 

Both  feed  tanks  will  be  connected  by  a  pipe  from  which 
branches  shall  be  led  to  the  main  and  to  the  auxiliary 
feed  pumps.  Straightway  valves  will  be  fitted  in  this 


I 


37 


pipe  at  the  tanks,  and  non-return  valves  in  the  branches 
close  to  the  pumps. 

73.  SEA  SUCTION  PIPES. 

A  pipe  will  lead  from  a  sea-suction  valve  in  the  engine 
room  to  the  fire  and  bilge  pump,  and  to  the  water-service 
pump,  and  from  a  sea  valve  in  each  fire  room  to  the  aux¬ 
iliary  feed  pump  in  that  fire  room,  to  the  bottom  blow 
valves,  and  to  the  pump  discharge  manifold.  Each  of 
these  pipes  will  be  of  at  least  the  same  bore  as  the  nozzle 
on  the  pump  with  which  it  connects.  Each  sea  suction 
will  be  controlled  by  a  valve  which  will  not  permit  sea 
water  to  enter  any  of  the  bilge-suction  pipes  or  feed¬ 
tank  suction  pipes.  Each  sea  suction  valve,  except  those 
for  fire  room  pumps,  will  have  a  steam  pipe  connection 
below  the  valve  for  cleaning  strainer. 

74.  BILGE  SUCTION  PIPES. 

There  will  be  the  following  suction  pipes  from  the 
bilge  and  from  the  drainage  pipes  to  the  various  pumps: 

A  J^inch  connect  to  each  circulating 

pump,  witli^a^sfop  valve  closo^tc^  the  pump,  as  before 
specified.  This  pipe  will  have  fmrSo  galvanized  wrought- 
iron  branches  5  inches  in  diameter,  one  of  which  will  con¬ 
nect  with  the  main  drain  pipe,  another  with*  the  engine 
roo44o  bilge,  and  the  with  the  double  bottom.  The 

branches  to  the  bilge  and  to  the  double  bottom  will  each 
be  fitted  with  a  screw  down  non-return  valve  which  can 
be  lifted  from  its  seat  by  means  of  a  sliding  stem.  The 
branch  to  the  bilge  will  be  fitted  with  a  Macomb  strainer 
of  approved  size  which  can  be  readily  removed  from  the 
engine  room  floor. 

A  copper  pipe  of  the  size  of  the  suction  nozzle  of  the 
fire  and  bilge  pump  will  connect  that  pump  with  the 
main  drain  pipe.  It  will  have  a  branch  2  inches  in 
diameter,  with  plug  cock  in  it,  leading  directly  to  the 
engine  room  bilge,  and  be  fitted  with  a  Macomb  strainer, 
and  a  screw  down  non-return  valve  close  to  pump.  The 
handle  of  cock  in  branch  will  be  worked  from  the  engine 
room  floor. 


38 


Each  auxiliary  feed  pump  in  the  fire  rooms  will  have 
a  suction  pipe  the  size  of  its  suction  nozzle  connecting 
with  the  main  drain,  and  one  2  inches  in  diameter  lead¬ 
ing  to  the  bilge  of  its  own  compartment,  with  a  Macomb 
strainer  and  a  screw  down  non-return  valve  near  the 
pump;  the  latter  pipe  may  be  a  branch  of  the  former, 
fitted  like  the  engine  room  suction  pipe. 

There  will  be  no  strainer  or  valves  in  any  of  these 
pipes  other  than  those  herein  specified. 

The  lower  ends  of  all  bilge  suction  pipes  will  be  of 
galvanized  iron.  Care  will  be  taken  that  all  the  copper 
bilge  pipes  are  led  sufficiently  high  to  keep  them  out  of 
the  bilge  water  under  ordinary  circumstances. 

75.  MAIN  AND  AUXILIARY  FEED  PUMPS. 

There  will  be  two  main  feed  pumps  in  #  the  engine 
room,  each  capable  of  delivering  65  gallons  per  minute; 
an  auxiliary  pump  of  the  same  size  in  the  after  fire  room, 
and  one  of  150  gallons  in  the  forward  fire  room — all  to 
work  against  a  pressure  of  250  pounds. 

The  capacity  of  the  65 -gallon  pumps  will  be  calculated 
on  100  feet  per  minute  piston  speed,  and  75  per  cent 
efficiency;  and  that  of  the  150-gallon  pump  at  100  feet 
piston  speed  and  100  per  cent  efficiency. 

In  the  above  pumps  the  water  valves  will  be  metallic 
of  approved  kind.  The  pumps  will  be  so  arranged  that 
the  packing  of  the  water  cylinders  will  he  easily  accessi¬ 
ble.  The  steam  cylinder  must  be  of  sufficient  size  to 
work  the  pump  at  the  required  speed  to  supply  the  water 
above  required. 

The  exhaust  cushion  must  be  adjustable.  The  water 
cylinders,  pistons,  and  pumps,  and  pump  rods  will  be  of 
composition  or  bronze,  and  all  other  working  parts  will 
be  of  wrought  iron  or  steel.  The  water  cylinders  will 
have  a  removable  lining  for  convenience  in  reboring. 

Each  main  feed  pump  will  draw  water  from  the  feed 
tanks  and  from  the  fresh  water  tanks,  and  deliver  into 
the  main  feed  pipe  and  fresh  water  tanks,  the  delivery 


39 


pipe  into  tanks  being  a  branch  of  the  feed  pipe  with  a 
valve  in  it. 

Each  auxiliary  feed  pump  will  be  arranged  to  draw 
from  the  main  feed  tanks,  the  sea,  the  bilge,  the  air  ducts, 
or  the  boilers,  at  will,  and  to  discharge  into  the  boilers 
through  the  feed  valves,  into  the  fire  main,  or  overboard 
through  the  sea  valve  of  its  own  cpmpartment.  Auxili¬ 
ary  pumps  will  have  steam  cylinders  sufficiently  large 
to  work  as  fire  pumps  with  steam  of  80  pounds  pressure. 

The  pumps  may  be  either  horizontal  or  vertical,  but 
revolving  crank  pumps  will  not  be  allowed. 

76.  ENGINE  ROOM  PUMPS. 

There  will  be  in  the  engine  room  a  pump  capable  of 
discharging  150  gallons  per  minute,  which  will  be  fitted 
as  a  fire  and  bilge  pump.  It  will  have  suctions  from  the 
sea  and  from  the  bilge,  and  will  deliver  into  the  fire 
main,  and  overboard  through  a  special  pipe  and  valve 
placed  where  directed. 

There  will  also  be  in  the  engine  room  a  pump  of  100 
gallons  capacity  which  will  discharge  into  the  fire  main, 
into  the  water  service  pipe,  and  around  the  coils  of  the 
fresh  water  distillers.  The  connection  with  the  fire 
main  may  be  a  by-pass  from  the  distiller  pipe  if  desired. 
This  pump  will  draw  water  from  the  sea  only. 

A  special  sea  valve  will  be  fitted  for  these  pumps. 

77.  PUMP  CYLINDERS. 

All  pump  cylinders,  together  with  their  valve  ’boxes 
and  fittings,  will  be  made  of  composition,  and  the  cylin¬ 
ders  over  6  inches  diameter  will  be  fitted  with  working 
linings  for  convenience  in  reboring,  unless  otherwise 
specified.  Air  chambers  will  be  fitted  on  the  delivery 
sides  of  pumps  or  in  the  pipes,  as  may  be  directed. 

The  water  cylinders  of  all  vertical  pumps  will  be  so 
arranged  that  the  pistons  are  easily  accessible  and  fitted 
for  -  overhauling  without  disturbing  the  framing  or 
piping.  All  pumps  will  have  either  packed  pistons  or 
packed  plungers,  excepting  air  pumps,  which  will  be 
made  as  shown. 


. 


40 


78.  PUMP  RELIEF  VALVES. 

All  feed  and  fire  pumps  will  have  adjustable  spring 
relief  valves  of  approved  design,  connecting  the  delivery 
and  suction  passages. 

79.  ENGINE  ROOM  WATER  SERVICE. 

There  will  be  in  each  engine  room  for  each  engine  a 
2-inch  pipe  connected  with  the  delivery  nozzle  of  the 
circulating  pumps  and  with  a  special  delivery  from  the 
auxiliary  pump,  with  branches  leading  to  the  different 
parts  of  its  engine,  as  follows  : 

Two  24 -inch  pipes  to  each  crank  pin. 

Two \y2 -inch  pipes  to  each  crosshead. 

One  %-inch  pipe  to  each  go-ahead  crosshead  guide. 

One  3^-inch  pipe  to  each  pair  of  eccentrics. 

One  i-inch  pipe  to  each  thrust  bearing. 

One  24 -inch  pipe  to  each  line  shaft  bearing. 

One  fy-inch  pipe  to  each  hollow  brass  or  its  equivalent 
in  crank-shaft  bearings. 

One  24_ inch  pipe  to  each  circulating  pump  engine. 

All  of  the  above  to  have  detachable  sprays  or  short 
lengths  of  hose,  as  directed,  and  where  directed  to  have 
pivoted  nozzles.  The  water  service  pumps  will  have  a 
connection  to  stern  tubes  as  before  specified. 

Each  branch  will  have  a  separate  valve. 

All  the  water  service  pipes  and  fittings  will  be  of  brass; 
those  above  the  floors  will  be  polished. 

80.  FRESH  WATER  TANKS. 

The  fresh  water  tanks,  built  into  the  ship,  will  be  con¬ 
nected  with  the  main  feed  pumps,  as  elsewhere  specified, 
and  will  each  be  provided  with  two  glass  w^ter  gauges, 
each  about  3  feet  long  and  well  protected,  and  an  air 
cock,  and  will  have  a  connection  for  filling  them.  They 
will  have  suitable  manholes,  with  plates,  so  that  they 
can  be  thoroughly  cleaned. 

81.  TURNING  GEAR. 

There  will  be  approved  gear  fitted  to  each  engine  for 
turning  it  by  hand. 


X 


\ 


41 


It  will  comprise  a  cast-steel  or  composition  wheel,  with 
cut  teeth,  on  each  shaft,  meshing  with  a  worm  operated 
by  a  ratchet  wrench,  the  arrangement  being  such  that 
the  gear  can  be  readily  connected  and  readily  thrown  out. 

82.  SECURING  ENGINES  IN  VESSEL. 

The  engines  will  be  adjusted  and  aligned  upon  the 
engine  keelsons,  and  when  accurately  in  line  snugly  fit¬ 
ting  wrought-iron  washers  or  horse  shoes  will  be  fitted 
around  all  holding-down  bolts.  The  holding-down  bolts 
will  be  firmly  set  up  and  bolts  and  nuts  locked  in  place. 

When  finally  secured  all  shafting  must  be  accurately 
in  line  with  the  vessel  at  load  draft  and  ordinary  stowage. 

All  parts  of  machinery  and  boilers  will  be  secured  in 
an  approved  manner  to  prevent  displacement  when  the 
vessel  is  used  for  ramming. 

83.  STEAM  AND  VACUUM  GAUGES. 

There  will  be  the  following  gauges,  in  polished  brass 
cases,  suitably  engraved  to  show  to  what  they  are  con¬ 
nected — all  to  be  of  approved  pattern,  having  seamless 
double  Bourdon  tubes: 

One  on  each  boiler. 

One  connected  to  each  main  steam  pipe  in  engine  room. 

One  connected  to  each  intermediate-valve  chest. 

One  connected  to  each  low-pressure  valve  chest. 

One  connected  to  each  condenser. 

All  the  above  will  have  8^ -inch  dials — those  in  engine 
room  to  be  at  the  working  platforms. 

Also  the  following,  with  4^ -inch  dials: 

One  connected  to  each  intermediate-pressure  cylinder 
jacket. 

One  connected  to  each  low-pressure  cylinder  jacket. 

One  on  auxiliary  steam  pipe  in  engine  room,  and  one 
in  each  fire  room. 

One  on  each  circuit  of  radiator  pipes  near  the  reduc¬ 
ing  valve. 

3848—6 


42 


One  on  steam  pipe  to  galley  near  the  reducing  valve. 

The  gauges  on  valve  chests  and  steam  jackets  will  be 
plainly  marked  with  the  limit  of  pressure  permissible. 
The  gauges  on  intermediate  and  low-pressure  valve  chests 
will  indicate  both  pressure  and  vacuum. 

A  mercurial  vacuum  gauge  will  be  connected  to  each 
condenser. 

84.  THERMOMETERS. 

There  will  be  the  following  thermometers,  all  to  be 
permanent  fixtures,  protected  by  brass  covers,  the  cas¬ 
ings  and  fittings  to  be  of  polished  brass: 

One  on  each  hot  well. 

One  on  each  main  feed  pipe  in  fire  room. 

One  on  each  main  injection  pipe. 

One  on  each  main  outboard  delivery  pipe. 

One  on  each  main  steam  pipe  close  to  engine. 

The  hot  well  and  feed  thermometers  will  be  so  fitted 
as  to  waste  no  feed  water.  With  the  exception  of  that 
on  the  steam  pipe,  the  above  instruments  will  be  metallic 
dial  thermometers.  There  will  also  be  furnished — 

Four  spare  water  thermometers  complete. 

Six  spare  steam  thermometers  complete. 

Two  standardized  thermometers,  graduated  on  stem 
and  reading  to  J  degree  Farenheit,  one  from  32  to  130  de¬ 
grees,  the  other  from  120  to  215;  stems  to  be  at  least  20 
inches  long;  each  thermometer  to  be  in  a  rubber-lined 
brass  case,  and  each  case  to  be  suspended  by  springs  in 
a  suitable  permanent  locked  case  in  engine  room.  These 
thermometers  must  be  equal  to  the  best  in  the  market, 
subject  to  the  approval  of  the  Bureau  of  Steam  Engineer¬ 
ing,  and  be  accompanied  by  certificates  of  standardiza¬ 
tion. 

85.  REVOLUTION  COUNTERS. 

They  will  be  of  the  continuous  rotary  type,  to  register 
from  1  to  1,000,000,  each  worked  by  positive  motion;  each 
to  be  in  a  polished  brass  case.  There  will  be  fitted — 

One  for  each  main  engine. 


43 


One  for  each  circulating  pump. 
Reciprocating  motions  will  not  be  permitted. 


86.  ||V0I,UTI0N  INDICATORS. 

A^evolution  indicator  will  be  fitted  in  the  engine  room, 
and  so  placed  as  to  be  readily  seen  from  the  working 
platform.  It  will  be  worked  from  the  engines  by  posi¬ 
tive  motions,  and  be  so  constructed  that  the  relative 
speed  of  both  engines  may  be  seen  on  the  same  dial  at  a 
glance.  The  dial  will  be  graduated  to  ioo  revolutions, 
each  graduation  indicating  one  revolution  of  the  engines. 
Provision  will  be  made  for  stopping  either  pointer  so  that 
the  engines  maw,be  quickly  regulated  with  the  aid  of  the 
indicator. 

Approved^tell  tales,  to  be  approved  by  the  Bureau  of 
Steam  Engineering,  will  be  fitted  on  the  bridge  to  show 
the  direction  of  the  revolution  of  the  main  engines. 


87.  ENGINE. RO^M  TELEGRAPHS. 

A^repeatmg  telegraph  of  approved  pattern  will  be  fitted 
for  each  engine  with  its  dial  at  the  working  platform, 
and  connected  to  transmitters  in  wheelhouse  and  on 
bridge.  They  shall  be  so  placed  that  the  handles  point 
forward  for  the  ahead  motion.  The  connections  are  to 
be  made  in  such  manner  that  the  chance  of  derangement 
shall  be  minimized. 


88.  SPEAKING  TUBES. 

They  will  be  made  of  copper  or  brass  not  less  than  No. 
20  B.  W.  G.  They  will  connect  the  engine  room  with  each 
fire  room;  the  fire  rooms  with  each  other;  the  engine 
room  to  the  pilotiian ser bridge,  a nd  to^ke-chief  engineer’s 
room;  each  fire  room  with  the  upper  deck  close  to  the 
top  of  the  ash  hoist,  and  elsewhere  as  required.  Each 
tube  will  be  fitted  at  each  end  with  a  mouth-piece  and 
approved  annunciator;  the  mouth-pieces  to  be  connected 
to  short  flexible  pipes,  where  required.  All  mouth-pieces 
or  pipes  will  be  plainly  marked.  The  tubes  will  be  suit¬ 
ably  cased  where  necessary. 


44 


89.  ENGINE  INDICATORS. 

An  indicator  connection  will  be  made  to  the  end  of 
each  cylinder  of  main  engines,  and  to  the  end  of  water 
cylinder  of  each  air  pump  as  near  as  possible  to  the  bore 
of  the  cylinder,  and  so  as  to  be  easily  accessible.  The 
indicator  cocks  will  be  so  fitted  on  each  cylinder  of  the 
main  engines  that  the  indicators  may  be  so  placed  as  to 
be  connected  to  both  ends  of  the  cylinder;  the  arrange¬ 
ment  to  be  approved  by  the  Bureau  of  .Steam  Engineer¬ 
ing. 

The  connecting  pipes  will  be  i -inch. bore  for  the  main 
engines  and  24 -inch  for  the  auxiliaries,  with  easy  bends. 
The  motions  of  the  indicator  barrels  must  be  accurately 
coincident  with  the  motion  of  the  corresponding  pistons, 
and  such  as  to  give  a  motion  of  not  less  than  3  inches. 
The  steam  cylinders  of  all  auxiliary  engines  will  have 
holes  tapped  for  indicator  fittings  and  then  plugged. 
These  engines  will  have  portable  indicator  motions  fitted, 
then  removed  and  suitably  marked  and  stowed.  Where 
auxiliary  engines  are  duplicated,  but  one  set  of  indicator- 
motion  fittings  need  be  supplied  for  all  of  each  kind. 

Four  indicators  will  be  furnished  for  each  engine:  one 
for  each  high-pressure  cylinder  with  two  springs  of  150 
pounds  to  the  inch;  one  for  each  first  intermediate-pres¬ 
sure  cylinder,  with  two  springs  of  100  pounds,  one  of  80 
pounds,  and  oneof  60 pounds  to  the  inch;  one  for  each  sec¬ 
ond  intermediate-pressure  cylinder,  with  two  springs  of 
40  pounds  and  two  of  30  pounds  to  the  inch;  one  for  each 
low-pressure  cylinder,  with  two  springs  of  20  pounds 
and  two  of  10  pounds  to  the  inch;  and  one  indicator  for 
auxiliary  engines,  with  two  springs  of  80  pounds,  one  of 
60,  and  one  of  40  pounds  to  the  inch. 

The  indicators  will  be  the  best  in  the  market,  all  of  the 
same  manufacture  and  size,  and  with  interchangeable 
springs,  subject  to  the  approval  of  the  Bureau  of  Steam 
Engineering,  with  detent  motion,  and  will  have  adjust¬ 
able  tension  to  the  barrel  spring.  They  will  be  nickel- 
plated,  and  will  be  complete  with  all  attachments.  One 


45 


extra  cock  attachment  will  be  furnished  with  each  indi¬ 
cator.  Each  indicator  will  be  in  a  separate  locked  case, 
with  engraved  plate,  each  case  to  be  conveniently 
stowed. 

90  ENGINE  ROOM  DESK. 

A’  black  walnut  desk  of  approved  pattern,  with  locked 
drawers,  and  with  a  locked  cabinet  of  pigeon  holes,  will 
be  fitted  in  the  engine  room  where  directed. 

91.  CLOCKS. 

There  will  be  in  the  engine  room,  close  to  the  counter, 
in  a  polished  brass  case,  an  eight-day  clock,  with  8)4-inch 
dial  and  a  second  hand.  The  pattern  and  movement  to 
be  approved  by  the  Bureau  of  Steam  Engineering. 

There  will  be  in  the  forward  fire  room  a  similar  clock, 
with  an  outer  dust-tight  case  with  heavy  plate  glass. 

92.  BOILERS. 

There  will  be  four  main  boilers  of  the  tubulous  type? 
constructed  for  a  working  pressure  of  250  pounds  per 
square  inch,  and  two  auxiliary  boilers  of  the  horizontal 
fire  tubular  type,  constructed  for  a  working  pressure  of 
160  pounds  per  square  inch. 

The  boilers  will  be  placed  in  two  separate  compart¬ 
ments,  as  shown  on  the  drawings,  the  auxiliary  boilers 
being  in  the  compartment  nearest  the  engine  room. 

The  main  boilers  shown  on  the  Department’s  plans, 
four  in  number,  each  contain  about  25  square  feet  of 
grate  suaface,  and  about  i,qoo  square  feet  of  heating  sur¬ 
face.  Any  other  type  of  coil,  sectional,  or  tubulous  boiler 
may  be  put  in  subject  to  the  approval  of  the  Bureau  of 
Steam  Engineering,  provided  it  does  not  exceed  in  weight 
the  amount  allowed  for  these  boilers,  that  an  equal  num¬ 
ber  of  boilers  be  put  in,  and  that  the  facilities  for  clean¬ 
ing  and  repairing  be  satisfactory. 

The  auxiliary  boilers  will  be  about  7  feet  8  inches  out¬ 
side  diameter,  and  about  9  feet  1 1  inches  long,  and  will 
each  have  about  675  square  feet  of  heating,  and  about  21 


46 


square  feet  of  grate  surface.  Each  will  have  one  corru¬ 
gated  furnace  flue  40  inches  internal  diameter. 

93.  BOILER  MATERIAL. 

All  plates  used  in  the  construction  of  the  boilers  will 
be  open-hearth  steel.  The  rivets  will  be  of  open-hearth 
or  Clapp-Griffith  steel.  All  material  will  be  tested,  as 
elsewhere  specified. 

94.  BOILER  SHELLS. 

*  For  the  auxiliary  boilers,  they  will  be  made  of  \ |-inch 
plates,  the  shell  of  each  boiler  in  two  rings,  and  each  ring 
of  one  plate. 

The  drums  of  tubulous  boilers  will  be  of  approved  thick¬ 
ness. 

95.  BOILER  HEADS. 

Each  head  of  each  auxiliary  boiler  will  be  made  of 
two  plates — the  upper  one  inch  and  the  lower  one 
^8-inch  thick,  the  latter  also  forming  the  front  tube  sheet. 

The  upper  plate  of  each  head  will  be  curved  back  to  a 
radius  of  about  1 6V&  inches. 

The  heads  will  be  flanged  outwardly  at  the  furnaces 
and  inwardly  at  the  circumference,  and  will  be  stiffened 
by  angle  bars,  as  shown  on  drawings. 

96.  BOILER  TUBE  SHEETS. 

They  will  be  ^  inch  thick,  and  be  braced  as  shown. 
Each  pair  of  tube  sheets  must  be  accurately  parallel. 
All  tube  holes  will  be  slightly  rounded  at  the  edges. 
The  holes  for  stay  tubes  will  be  tapped  in  place,  and 
those  at  combustion  chamber  end  will  be. drilled  to  suit 
the  protection  of  tubes,  as  specified  below. 

97.  BOILER  TUBES. 

For  the  auxiliary  boilers  they  will  be  of  charcoal  iron, 
lap-welded  and  drawn,  the  best  that  can  be  obtained  in 
the  market,  and  subject  to  the  approval  of,  and  the  tests 
prescribed  by,  the  Bureau  of  Steam  Engineering.  All 
tubes  will  be  2^  inches  external  diameter.  The  ordi¬ 
nary  tubes  will  be  No.  10  B.  W.  G.  in  thickness,  and  will 
be  swelled  to  2-^-  inches  external  diameter  at  the  front 


47 


ends.  The  back  ends  will  be  expanded  in  the  tube  sheet, 
beaded  over  into  a  counter  bore,  which  will  be  filled  with 
a  ring,  or  they  will  be  protected  from  the  action  of  the 
flame  in  other  approved  manner.  The  method  of  pro¬ 
tection  must  be  such  as  will  meet  with  the  approval  of 
the  Navy  Department. 

The  stay  tubes  will  be  No.  6  B.  W  G.  in  thickness. 
They  will  be  reinforced  at  both  ends  to  an  external 
diameter  of  2^4  inches,  leaving  the  bore  of  the  tube 
uniform  from  end  to  end.  They  will  then  be  swelled  at 
the  front  ends  to  2^  inches  external  diameter.  They 
will  be  threaded  parallel  at  combustion  chamber  ends, 
and  taper  at  front  ends  to  fit  threads  in  tube  sheets. 
They  will  be  screwed  into  the  tube  sheets  to  a  tight 
joint  at  the  front  ends,  and  will  be  made  tight  at  the 
back  ends  by  expanding  and  beading.  All  expanding 
will  be  done  by  approved  tools.  Cast  iron  ferrules  of 
iy2  inches  internal  diameter  will  be  used  to  protect  the 
ends  of  stay  tubes  in  combustion  chambers.  All  tubes 
will  be  spaced  3^  inches  from  center  to  center  vertically, 
and  from  3}^  to  3%  inches  horizontally,  disposed  as  shown 
on  the  drawing.  If  directed,  the  tubes  shall  be  finished 
according  to  designs  furnished  by  the  Navy  Department. 

The  material,  size,  thickness,  and  spacing  of  tubes  for 
the  main  boilers  will  be  subject  to  the  approval  of  the 
Bureau  of  Steam  Engineering. 

98.  COMBUSTION  CHAMBERS. 

There  will  be  one  combustion  chamber  for  each  auxil¬ 
iary  boiler.  They  will  be  made  of  }4-inch  plates,  except 
the  tube  sheets,  which  will  be  as  before  specified.  The 
tops  of  the  combustion  chambers  will  be  rounded  to  a 
radius  of  about  iSy  inches  as  shown.  The  plates  will 
be  flanged  where  necessary,  and  all  parts  joined  by  single 
riveting.  The  holes  for  screw  stay  bolts  in  plates  of 
combustion  chambers  and  shells  will  be  drilled  and 
tapped  together  in  place. 

99.  BOILER  BRACING. 

The  bracing  of  the  auxiliary  boilers  will  be  as  shown 
in  drawings. 


t 


% 


48 


The  combustion  chambers  will  be  stayed  to  the  shell 
of  the  boiler  by  screw  stays,  screwed  into  both  sheets 
and  fitted  with  nuts — the  nuts  to  be  set  up  on  beveled 
washers  where  stays  do  not  come  square  with  the  plates. 
The  holes  for  screw  stays  will  be  tapped  in  both  sheets 
in  place. 

The  tops  of  combustion  chambers  will  be  braced  to  the 
back  heads  by  gusset  plates  and  heel  braces  as  shown  on 
the  drawing.  The  gusset  plates  will  be  secured  to  the 
tops  of  combustion  chambers  by  socket  rivets,  as  shown. 

There  will  be  six  i^-inch  longitudinal  braces,  spaced 
12  inches  apart,  except  the  center  ones  which  will  be  13 
inches,  secured  by  nuts  on  the  inside  and  outside  of  the 
heads.  The  lower  front  heads  will  be  braced  as  shown 
by  two  braces  to  the  back  tube  sheet,  and  by  two  palm 
braces  to  the  shell,  all  i-J^-  inches  thick,  and  as  shown  on 
the  drawing. 

The  bottom  of  the  combustion  chambers  will  be  stiff¬ 
ened  by  angles. 

All  screw  stays  and  all  screwed  braces  will  have  raised 
threads. 

All  braces  will  be  made  without  welds. 

In  boiler  braces  fitted  with  eyes,  care  must  be  taken 
that  the  sectional  area  through  the  neck  or  eye  is  not 
less  than  that  of  the  cylindrical  portion. 

The  bracing  of  coil,  sectional,  or  tubulous  boilers  must 
meet  the  approval  of  the  Bureau  of  Steam  Engineering. 

100.  RIVETED  JOINTS. 

The  longitudinal  joints  of  boiler  shells  will  be  butted, 
with  inch  straps  outside  and  -^-inch  inside,  and  treble 
riveted,  as  shown  on  the  drawings.  Joints  of  heads  with 
shells  will  be  double  riveted;  all  other  circumferential 
joints  will  be  lapped  and  treble  riveted.  Joints  in  fur¬ 
naces  and  combustion  chambers  will  be  single  riveted. 
Rivets  will  be  of  Clapp-Griffith  steel,  with  heads  in  ac¬ 
cordance  with  Bureau  of  Steam  Engineering  standard. 
Edges  of  all  plates  in  cylindrical  shells,  and  of  all  flat 
plates  where  not  flanged,  will  be  planed.  Edges  of 
flanges  will  be  faired  by  chipping  or  otherwise,  as  may 


49 


be  approved.  Plates  in  cylindrical  shells  mnst  not  iW  1  ! 
sheared  nearer  the  finished  edge  than  one-half  the  thick¬ 
ness  of  the  plate  along  the  circumferential  seams,  and 
not  nearer  than  one  thickness  along  the  longitudinal 
seams.  No  plate  must  average  less  than  the  specified 
thickness  along  the  longitudinal  seams.  All  rivet  holes 
in  shell  plates  will  be  drilled  in  place  after  bending. 
Hydraulic  riveting  will  be  used  wherever  possible.  In 
parts  where  dydraulic  riveting  can  not  be  used,  the  rivet 
holes  will  be  coned  and  conical  rivets  used.  Seams  will 
be  calked  on  both  sides  in  an  approved  manner.  Longi¬ 
tudinal  seams  will  break  joints.  All  joints  will  be  as 
shown  on  drawings. 

101.  BOILER  MANHOLES  AND  HANDHOLES. 

There  will  be  manholes  in  each  auxiliary  boiler,  placed, 
and  of  such  size,  as  shown  in  drawing. 

All  manholes  will  have  stiffening  rings.  The  upper 
manhole  will  have  a  raised  cast-steel  frame  flanged  and 
riveted  to  the  inside  of  the  shell  of  the  boiler,  as  shown. 

The  manhole  plates  will  be  of  mild  steel  and  stamped 
in  dished  form.  All  manhole  plates  will  be  secured  by 
two  wrought-iron  dogs  and  two  i^-inch  studs  with  square 
nuts.  Each  plate  will  have  convenient  handles. 

There  will  be  a  handhole  in  the  back  head  of  each 
boiler  as  shown,  with  plate  secured  similarly  to  man¬ 
hole  plates. 

All  plates,  dogs,  and  nuts  will  be  indelibly  marked  to 
show  to  what  holes  they  belong. 

Manhole  and  handhole  plates  in  tubulous  boilers  will 
be  placed  where  directed. 

102.  FURNACES. 

Each  corrugated  furnace  flue  will  be  in  one  piece, 
i-6-  inch  thick,  3  feet  $  inches  least  internal  diameter 
and  3  feet  8  inches  greatest  external  diameter.  They 
must  be  perfectly  circular  in  cross  section  at  all  points. 
They  will  be  riveted  to  flanges  of  front  heads,  and  will 
be  flanged  and  riveted  to  combustion  chamber  plates. 

3848—7 


50 


103.  GRATE  BARS  AND  BEARERS. 

The  grate  bars  for  all  boilers  will  be  of  wrought  iron 
or  of  approved  shaking  pattern  as  directed.  They  will 
be  so  fitted  that  they  can  be  readily  worked  under  forced 
draft  without  opening  the  furnace  or  ash  pit  doors,  and 
without  allowing  an  escape  of  air  or  gases.  They  will 
also  be  so  fitted  as  to  be  readily  removed  and  replaced 
without  hauling  fires.  The  bars  at  sides  of  furnaces  will 
be  made  of  cast  iron  to  fit  the  corrugations.  The  bearers 
will  be  made  of  wrought  iron,  supported  by  wrought- 
iron  lugs  bolted  to  the  furnace  flues,  and  perforated  so  as 
to  allow  the  air  to  reach  all  parts  of  the  grate  bars. 

104.  BRIDGE  WALLS. 

They  will  be  made  of  cast  iron,  so  fitted  as  to  be  readily 
removable.  They  will  extend  back  to  the  back  of  com¬ 
bustion  chambers  so  as  to  leave  no  place  behind  them 
where  dirt  can  accumulate.  They  will  be  finished  with 
fire  brick  or  other  approved  refractory  material. 

105.  FURNACE  FRONTS. 

For  all  boilers  they  will  be  made  with  double  walls  of 
wrought  iron,  bolted  to  a  light  frame.  The  space  between 
the  two  walls  will  be  in  communication  with  the  ash  pits. 
The  upper  part  of  the  inner  plate  of  furnace  fronts  will 
be  perforated  as  directed.  The  dead  plates  will  be  made 
of  cast  iron,  and  fitted  so  as  to  be  easily  removed  and 
replaced.  The  door  openings  will  be  as  large  as  prac¬ 
ticable.  There  will  be  a  beading  on  the  inside  of  the 
door  frame  in  wake  of  the  inner  plate  of  door  to  make 
the  clearance  as  small  as  possible. 

103.  FURNACE  DOORS. 

The  furnace  doors  for  all  boilers  must  be  protected  in 
an  approved  manner  from  the  heat  of  the  fire.  There 
will  be  three  hinges  to  each  door,  all  of  wrought  iron; 
the  upper  hinge  will  be  so  made  as  to  support  the  weight 
of  the  free  end  of  the  door,  and  so  fitted  that  the  sag  can 
be  easily  taken  up.  The  latches  will  be  of  wrought  iron. 


51 


Each  furnace  door  will  be  fitted  with  an  approved  slicing 
door.  Drawings  showing  the  arrangement  of  furnace 
fronts  and  furnace  doors  must  be  submitted  to  the  Bureau 
of  Steam  Engineering  before  work  is  commenced  on 
them. 

107.  AIR  DUCTS. 

The  fire  room  blowers  will  take  air  from  the  fire  room 
and  discharge  into  ducts  leading  to  the  ash  pits. 

The  ducts  will  be  constructed  of  iron  or  steel  plates 
not  less  than  -^6-  inch  thick,  the  bottom  of  the  portion 
under  fire  room  floors  being  formed  by  the  inner  skin  of 
the  vessel,  and  the  top  by  the  fire  room  floor  plates, 
which  must  be  so  secured  as  to  make  a  water-tight  joint 
over  the  duct,  and  to  be  easily  removed  for  painting  the 
inner  bottom.  At  the  center,  for  a  width  of  12  inches, 
the  bottom  of  the  duct  will  be  formed  by  a  plate  2  inches 
above  the  inner  bottom,  so  as  to  permit  a  flow  of  water 
beneath  the  duct. 

From  the  main  air  duct  branches  will  lead  to  all  ash 
pits;  each  will  be  fitted  with  a  damper  at  the  mouth  of 
the  ash  pit,  and  be  provided  with  lever  and  catch  for 
opening  and  closing,  the  lever  to  be  so  connected  with 
the  furnace  door  latch  that  that  door  can  not  be  opened 
without  closing  the  damper. 

A  2-inch  suction  will  lead  from  the  lowest  part  of  each 
main  duct  to  the  auxiliary  pump  in  the  same  fire  room, 

108.  ASH  PIT  DOORS. 

They  will  be  made  of  j^-inch  wrought  iron,  stiffened 
with  angle  or  channel  iron,  and  be  fitted  with  asbestos 
or  other  approved  material  to  make  an  air-tight  joint 
when  fastened  to  air  ducts;  this  packing  to  be  so  fitted 
as  to  be  protected  from  injury,  and  so  as  to  be  readily 
renewed.  Each  door  will  be  fastened  by  wrought-iron 
buttons  bolted  to  lugs  on  the  walls  of  the  air  duct,  each 
button  setting  up  on  a  wedge  riveted  to  the  door. 

Each  door  will  be  the  full  size  of  the  ash  pit,  and  will 
have  no  connection  with  the  air  ducts  except  by  means 


52 


of  the  joint  above  specified;  each  will  have  two  wrought- 
iron  handles  for  lifting,  and  two  wrought-iron  beckets 
to  fit  hooks  on  uptake  doors. 

109.  LAZY  BARS. 

A  portable  lazy  bar  with  the  necessary  lugs  will  be 
fitted  in  the  front  of  each  ash  pit,  also  portable  lazy  bars 
for  the  furnaces. 

110.  ASH  PANS. 

x\sh  pans  of  J^-inch  wrought  iron,  reaching  from  the 
front  of  furnace  to  bridge  wall,  will  be  fitted  to  all 
furnaces. 

111.  CIRCULATING  PLATES. 

Each  cylindrical  boiler  will  have  circulating  plates 
fitted  at  each  side  of  each  nest  of  tubes.  They  will  be 
of  steel,  yk  inch  thick,  in  sections,  so  as  to  be  easily  intro¬ 
duced  and  removed  through  manholes.  Each  section 
will  have  two  clips  at  upper  and  one  at  lower  end  for 
supporting  it  from  the  stay  tubes.  The  plates  will  be 
well  painted  all  over  with  two  coats  of  approved  paint 
or  cement. 

112.  UPTAKES. 

For  the  auxiliary  they  will  be  of  three  thicknesses,  of 
wrought  iron  or  steel,  double  spaced,  built  on  angle, 
channel,  or  Z  bars,  and  be  bolted  to  the  boiler  heads  and 
shells.  The  inside  sheet  will  be  No.  8  B.  W.  G.,  and  will 
be  bolted  to  the  lower  part  of  the  smoke  pipe,  having  oval 
holes  to  allow  for  expansion. 

The  space  between  the  two  sheets  will  be  two  inches, 
open  at  the  bottom,  and  will  be  in  communication  with 
the  space  between  the  smoke  pipe  and  its  casing. 

Outside  the  double  uptake  there  will  be  a. sheet  of  No. 
12  B.  W.  G.,  iron  or  steel,  making  in  all  three  thicknesses 
of  iron  or  steel.  This  latter  sheet  will  have  a  space  of  2 
inches  between  it  and  the  middle  sheet,  and  will  extend 
to  the  height  shown  on  the  drawings.  This  2-inch  space 
will  be  filled  with  magnesia  or  an  approved  non-conduct¬ 
ing  substance. 


For  the  main  boilers  the  uptakes  will  be  in  two  thick¬ 
nesses,  and  as  shown  on  the  drawing. 

The  uptakes  for  all  boilers  will  be  supported  between 
the  protective  and  the  gun  deck  as  shown. 

113.  UPTAKE  BOORS. 

The  uptake  doors  will  be  made  in  a  similar  manner  to 
the  uptakes  as  before  described,  but  in  addition  they 
will  be  fitted  with  a  ‘‘baffle”  plate  of  No.  io  B.  W.  G., 
stayed  2  inches  from  the  inner  sheet  of  the  door. 

The  hinges  and  latches  will  be  made  of  cast  or  wrought 
steel  or  wrought  iron.  The  doors  must  be  hung  so  that 
they  will  swing  out  in  line  with  the  tubes  without  inter¬ 
ference.  Each  door  will  have  two  hooks  for  hanging  the 
ash  pit  doors  on,  and  a  hook  for  a  tricing  rope. 

114.  SMOKEPIPES. 

There  will  be  two  smokepipes,  each  about  80  feet  in 
height  above  the  grates.  The  pipe  for  the  main  boilers 
will  be  5  feet  internal  diameter,  and  that  for  the  auxil¬ 
iary  boilers  3  feet,  both  finished  to  an  outside  diameter 
of  5  feet  6  inches. 

The  pipe  for  the  main  boilers  will  come  through  the 
gun  deck  in  two  parts,  each  part  connecting  with  the  up¬ 
take.  These  parts  will  join  into  a  round  section  at  the 
gun  deck.  The  weight  of  the  pipe  will  be  taken  on  the 
gun  deck,  the  parts  of  the  pipe  passing  through  this  deck 
being  of  ^-inch  plate,  spaced  about  2 inches  apart,  and 
secured  to  each  other  by  channel  or  Z  bars.  The  outer 
plate  will  be  connected  to  the  gun  deck  by  angle  bars 
which  must  be  of  sufficient  strength  to  support  the  whole 
pipe.  The  two  inner  sheets  of  the  uptake  will  be  se¬ 
cured  to  these  plates  as  before  specified,  with  oval  holes 
to  allow  for  expansion.  Emm  the  double  plates  fastened 
to  the  gun  deck,  the  pi^e^v%ll  stayed  on  the  outside  by 
angle  or  X  iron,  and  connected  by  vertical  Z  or  channel 
iron.  This  spacing  will  be  carried  to  the  top  of  the  pipe. 

The  pipe  for  the  auxiliary  boilers  will  join  the  uptake 
between  the  gun  and  the  protective  decks,  as  shown,  and 
will  be  similarly  supported  and  stayed. 


54 


The  lower  half  of  the  round  inner  pipe  will  be  made 
of  No.  7  B.  W.  G.  iron  or  steel,  and  the  upper  half  of 
No.  9  B.  W.  G.  It  will  be  finished  at  the  top  by  angle 
bars.  It  will  also  have  a  hood  to  which  stay  shackles  will 
be  secured  for  slinging  painters.  It  will  extend  down 
over  the  outer  pipe,  leaving  a  sufficient  area  for  the 
escape  of  the  heated  air.  The  outer  pipe  will  be  of  No. 
12  B.  W.  G.,  strongly  stayed  to  the  inner.  It  will  be 
butted  and  strapped  on  the  inside  and  flush-riveted  on 
the  outside.  It  will  extend  within  about  6  inches  of  the 
hood  at  the  top. 

The  pipes  will  be  stayed  by  three  rows  of  guys  and 
turnbuckles,  one  row  near  the  top  of  the  inner  casing, 
one  row  about  30  feet  from  the  deck,  and  the  other  row 
about  halfway  between  the  two.  There  will  be  four  guys 
in  the  upper  row,  two  in  the  second  row,  and  four  in  the 
lower  row.  The  guys  will  lead  fore  and  aft,  and  athwart- 
ships  in  the  upper  and  lower  rows  and  athwartships  only 
in  the  center  row. 

The  shackle  bolts  will  extend  through  both  pipes, 
passing  through  a  thimble  between  them,  having  a  nut 
on  the  inside,  with  collar  on  the  outside.  There  will  also 
be  a  band  around  the  pipe  at  each  row  of  guys  6  inches 
by  %  inch,  riveted  to  outside  casing. 

From  the  upper  deck  to  6  feet  above  it,  there  will  be  a 
casing  surrounding  the  outer  pipe  and  6  inches  from  it, 
of  No.  12  B.  W.  G.  Above  the  top  of  the  casing  will  be 
an  umbrella  and  curtain,  finished  on  the  edge  with  half- 
round  iron,  to  prevent  water  coming  down  the  casing, 
and  leaving  space  sufficient  for  the  exit  of  the  air. 

There  will  be  a  ladder  on  the  outside  of  each  pipe  on 
the  forward  side,  extending  to  the  top.  This  ladder  to 
be  made  of  round  iron,  bent  and  riveted  to  the  pipe. 

There  will  be  doors  through  the  casings  and  pipes, 
about  on  a  level  of  the  berth  deck,  large  enough  to  admit 
a  man. 

115.  SMOKEPIPE  COVERS. 

An  approved  canvas  cover  will  be  furnished  for  each 
smokepipe. 


\ 


t 


55 


116.  BOILER  SADDLES. 

Each  auxiliary  boiler  will  be  supported  by  four  brack¬ 
ets  of  plate  steel  or  iron,  1x12  inches,  with  the  ends  bent 
to  fit  the  boiler,  the  central  portion  forming  a  triangle, 
the  base  of  which  will  rest  on  a  continuous  keelson  or 
shelf  built  in  the  ship.  Each  end  of  each  bracket  will 
be  bolted  to  the  boiler  by  four  i-inch  bolts  extending 
through  the  shell  and  having  a  nut  on  the  inside  and 
also  tapped  into  the  shell,  and  to  the  keelson  by  four 
1  ^6-inch  bolts. 

The  bolt  holes  in  the  base  resting  on  keelson  will  be 
oval  to  allow  for  expansion. 

The  main  boilers  will  be  supported  in  an  approved 
manner. 

117.  BOILER  ATTACHMENTS. 

Each  boiler  will  have  the  following  attachmets,  viz  : 

One  steam  stop  valve. 

One  dry  pipe. 

One  feed-check  valve  with  internal  pipe. 

One  bottom  blow  valve  with  internal  pipe. 

One  surface  blow  valve  with  internal  pipe  and  scum 
pan. 

One  safety  valve  to  be  connected  with  dry  pipe  or  have 
internal  pipes. 

One  steam  gauge. 

Two  glass  water  gauges  of  approved  automatic  closing 
pattern  on  the  main  and  one  on  the  auxiliary. 

Four  gauge  cocks. 

One  sentinel  valve. 

One  salinometer  pot,  except  for  main  boilers,  where 
there  will  be  one  for  each  pair. 

One  drain  cock. 

One  air  cock. 

One  approved  circulating  apparatus. 

One  cock  with  thread  for  the  attachment  of  a  syringe. 

All  external  fittings  will  be  of  composition  unless  oth¬ 
erwise  directed.  All  fittings  will  be  flanged  and  through- 
bolted  or  attached  in  other  approved  manner.  All  cocks, 
valves,  and  pipes  will  have  spigots  or  nipples  passing 


56 


through  the  boiler  plates.  All  internal  pipes  will  be  of 
brass,  No.  14  B.  W.  G.,  and  must  touch  the  plates  nowhere 
except  where  they  connect  with  their  external  fittings. 
The  internal  feed  and  blow  pipes  will  be  expanded  in 
the  holes  in  boiler  shells  to  fit  the  nipples  on  their  valves, 
and  will  be  supported  where  necessary  in  an  approved 
manner.  The  stems  of  all  valves  on  boilers  are  to  have 
outside  screw  threads.  The  internal  feed  and  blow  pipes 
are  to  be  arranged  to  come  between  the  corrugations  of 
furnaces. 

118.  BOILER  STOP  VALVES. 

There  will  be  a  3^ -inch  self-closing  stop  valve,  with 
horizontal  spindle,  on  each  main  boiler,. and  one  3^  inches 
diameter  on  each  auxiliary  boiler,  each  bolted  to  a  noz¬ 
zle  connected  with  the  dry  pipe;  this  nozzle  to  have  a 
3-inch  branch  for  attachment  of  the  safety-valve  cham¬ 
ber. 

A  screw  sleeve,  with  suitable  hand  wheel,  will  be  fitted 
for  closing  the  valve;  also  a  spindle  and  handle  for  open¬ 
ing  the  valve. 

The  stop  valves  on  all  the  boilers  will  be  located  as 
directed. 

The  wheels  on  all  boiler  stop  valves  will  have  rims 
covered  with  wood. 

119.  DRY  PIPES. 

There  will  be  in  each  auxiliary,  and,  if  directed,  in  each 
main,  boiler,  as  high  as  possible,  and  properly  supported, 
a  brass  or  tinned  copper  dry  pipe,  extending  nearly  the 
length  of  the  boiler,  perforated  on  its  upper  side  with 
longitudinal  slits  of  such  a  number  and  size  that  the  sum 
of  their  areas  will  equal  seven-eights  of  the  area  of  the 
stop  valve.  The  pipes  will  be  3%  and  3^  inches  diame¬ 
ter,  respectively,  for  the  main  and  auxiliary  boilers. 
All  joints  on  the  pipes  inside  the  boilers  will  be  made 
steam  tight. 

120.  FEED  CHECK  VALVES. 

There  will  be  a  i^-inch  check  valve  on  each  boiler. 
They  will  be  placed  at  front  ends  of  the  boilers,  andxbe 


57 


fitted  with  internal  pipes  leading  above  the  tubes  and 
pointing  downward  in  the  water  spaces  between  the 
nests  of  tubes  and  between  the  nests  and  shell,^  ohown. 

The  valve  cases  will  be  so  made  that  the  bottom  of  the 
outlet  nozzle  shall  be  at  least  inch  above  the  valve 
seat.  The  valves  will  be  assisted  in  closing  by  phosphor 
bronze  spiral  springs.  These  valves  will  have  polished 
brass  bent  bar  handles  in  lieu  of  hand  wheels. 

The  feed  check  vhlves  will  have  stop  valves  between 
the  check  valve  and  the  boiler. 

121.  SAFETY  VALVES. 

Each  boiler  will  have  one  3-inch  spring  safety  valve 
placed  on  the  stop-valve  nozzles. 

Each  valve  will  have  a  projecting  lip  and  an  adjustable 
ring  for  increasing  the  pressure  on  the  valve  when  lifted, 
or  an  equivalent  device  for  attaining  the  same  result. 
They  will  be  adjustable  for  pressure  up  to  the  test  press¬ 
ure — the  adjusting  mechanism  to  have  an  index  to  show 
the  pressure  at  which  the  valve  is  set,  and  a  lock  to  pre¬ 
vent  tampering  with  the  adjustment.  The  locks  on  all 
safety  valves  will  be  alike.  The  springs  will  be  square  in 
cross  section,  of  first  quality  tool  steel,  and  will  be  nickel- 
plated.  They  will  be  of  such  a  length  as  to  allow  the 
valves  to  lift  one-eighth  of  their  diameters  when  the 
valves  are  set  at  160  pounds  pressure  for  the  auxiliary 
and  250  for  the  main  boilers.  They  will  have  spherical 
bearings  at  ends,  or  be  connected  to  the  compression 
plates  in  such  a  manner  as  to  insure  a  proper  distribu¬ 
tion  of  pressure.  They  will  be  inclosed  in  cases  so  ar¬ 
ranged  that  steam  will  not  come  in  contact  with  the 
springs.  The  spring  cases  will  be  so  fitted  that  the 
valves  can  be  removed  without  slacking  the  springs. 
The  valve  stems  will  fit  loosely  in  valves,  to  bottom  be¬ 
low  the  level  of  the  seats,  and  to  be  so  secured  that  the 
valves  may  be  turned  by  a  wrench  or  cross-bar  on  top  of 
stem.  The  valves  will  be  guided  by  wings  below  and  in 
an  approved  manner  above.  The  valves  will  be  fitted 
with  mechanism  for  lifting  by  hand  from  main  deck  and 
3848—8 


m 


58 


fire  rooms.  All  joints  in  the  lifting  gear  will  be  compo¬ 
sition  bushed.  The  outlet  nozzle  will  be  in  the  base  cast¬ 
ing,  so  that  the  joint  at  the  escape  pipe  will  not  have  to 
be  broken  when  taking  the  valves  out.  The  casings, 
valves,  and  spindles  will  be  made  of  composition.  The 
valve  seats  will  be  of  nickel  or  equivalent  metal  of  ap¬ 
proved  kind.  A  drain  pipe  leading  to  the  bilge  will  be 
attached  to  each  safety  valve  casing  below  the  level  of 
the  valve  seat. 

122.  SENTINEL  VALVES. 

Each  boiler  will  have  a  sentinel  valve  of  y2  square  inch 
area.  They  will  be  spring  safety  valves  set  to  blow  at 
the  working  pressure,  and  will  be  placed  at  the  same  end 
of  the -boilers  as  the  check  valves. 

123.  BOTTOM  BLOW  VALVES. 

There  will  be  a  ij^-inch  composition  bottom  blow 
valve  on  each  boiler,  bolted  to  the  shell  near  the  front. 
The  valves  will  close  with  the  boiler  pressure.  An  in¬ 
ternal  pipe  will  lead  from  each  valve  to  near  the  bottom 
of  the  boiler. 

124.  SURFACE  BLOW  VALVES. 

There  will  be  a  i^-inch  surface  blow  valve  on  each 
boiler,  bolted  on  or  near  the  front.  The  boiler  pressure 
will  be  above  the  valve.  An  internal  pipe  will  lead  from 
each  valve  to  near  the  water  line  in  the  boiler,  and  will 
be  fitted  with  a  scum  pan.  The  valve  casing  and  hand 
wheel  will  be  of  composition. 

125.  BLOW  PIPES. 

A  \y2 -inch  pipe  will  connect  with  all  bottom  blow 
valves  in  each  compartment  and  with  a  sea  valve  in  the 
same  compartment.  This  pipe  will  have  a  nozzle  for  the 
connection  of  a  pipe  for  pumping  out  the  boilers,  as  well 
as  i  y.  -inch  nozzles  for  attachment  of  pipes  from  the  sur¬ 
face  blow  valves.  There  will  be  a  straightway  valve  in 
the  blow  pipe  as  near  the  sea  valve  as  possible. 

All  .joints  will  be  flange  joints. 


/ 


I 


59 


126.  BOILER  PUMPING-OUT  PIPES. 

A  i^-inch  pipe  will  connect  the  bottom  blow  pipe  in 
each  compartment  with  the  auxiliary  feed  pump  in  the 
same  compartment,  with  a  screw-stop  valve  above  the 
floor  near  the  pump. 

127.  STEAM  GAUGES. 

There  will  be  a  spring  steam  gauge  on  each  auxiliary 
boiler  and  one  on  each  main  boiler.  The  gauges  will 
have  seamless  tubes  and  8^-inch  dials,  graduated  to  255 
pounds  for  the  auxiliary,  and  to  360  for  the  main  boilers, 
and  will  have  the  double  Bourdon  tube.  This  gauge  will 
have  an  independent  connection  with  the  boiler  and  be 
fitted  with  a  three-way  cock,  a  drain  cock  at  the  lowest 
part  of  the  steam  pipe  from  the  boiler,  and  a  coupling 
for  attachment  of  a  test  gauge. 

128.  BOILER  WATER  GAUGES. 

Each  main  boiler  will  have  two  glass  water  gauges,  and 
each  auxiliary  one,  all  to  be  of  approved  automatic  clos¬ 
ing  pattern.  Each  gauge  will  be  placed  at  the  side  of  the 
boiler  and  will  have  ij4-inch  pipes  leading  to  top  and 
near  bottom  of  boiler,  with  a  valve  in  each  close  to  boiler, 
the  two  gauges  at  the  same  end  being  placed  on  opposite 
sides  and  as  far  apart  as  possible.  The  shut-off  and  blow¬ 
out  cocks  are  each  to  have  a  clear  opening  at  least  % 
inch  in  diameter.  The  glasses  will  be  about  16  inches  in 
exposed  length,  with  the  lowest  exposed  part  about  1 
inch  above  the  highest  heating  surface.  They  will  be  % 
inch  outside  diameter.  The  glasses  will  be  well  pro¬ 
tected.  A  brass  index  plate,  with  letters  and  arrows 
cast  in  relief,  will  be  fixed  close  to  the  gauge  glasses  to 
shew  the  height  of  the  top  of  combustion  chamber.  The 
blow-out  cocks  will  have  drain  pipes  leading  to  bilge 
with  union  joints,  inch  inside  diameter. 

129.  GAUGE  COCKS. 

There  will  be  four  gauge  cocks  or  valves  on  each 
boiler.  The  valve  chambers  will  have  two  seats,  the' 
inner  one  formed  in  the  casting  and  the  other  movable, 
screwed  into  the  casting  and  furnished  with  a  handle. 


60 


The  valve  will  have  two  faces,  and  will  be  closed  by  screw¬ 
ing  down  the  movable  seat  and  will  be  opened  by  the 
pressure  in  the  boiler  when  the  outside  seat  is  slackened 
off.  There  will  be  a  guide  stem  on  each  side  of  the  valve, 
the  valve  and  stem  being  turned  from  one  piece  of  rolled 
manganese  bronze  or  Tobin’s  metal;  the  stem  on  the 
inner  side  being  square  and  also  on  the  outside  of  the 
outer  seat  to  ^  inch  beyond  it.  It  will  be  of  a  circular 
section  where  it  passes  through  the  movable  seat.  The 
opening  of  the  valve  will  be  at  least  ^4  inch  in  diameter, 
and  the  discharge  from  the  chamber  will  be  at  least  % 
inch  diameter.  ,  Each  cock  will  be  independently  attached 
to  the  boiler.  They  will  be  spaced  -  about  3  inches  ver¬ 
tically,  the  lowest  one  being  about  2  inches  below  the 
highest  heating  surface. 

Each  set  will  have  a  drip  pan  and  a  %-inch  copper  or 
brass  drain  pipe  leading  to  the  bilge. 

The  castings  will  be  sufficiently  strong  to  avoid  being 
broken  under  ordinary  circumstances. 

130.  SALINOMETER  POTS. 

There  will  be  a  salinometer  pot  of  approved  pattern 
connected  to  each  auxiliary,  and  one  to  each  pair  of  main 
boilers.  They  will  be  placed  in  the  fire  rooms  where 
directed. 

131.  BOILER  DRAIN  COCKS. 

Each  auxiliary  boiler  will  have  a  i-inch  drain  cock  of 
approved  pattern. 

132.  BOILER  AIR  COCKS. 

Each  boiler  will  have  a  inch  air  cock  at  its  highest 
part,  with  a  y2-i nch  copper  pipe  leading  to  bilge. 

133.  CIRCULATING  APPARATUS. 

There  will  be  fitted  to  each  boiler  an  approved  device 
for  circulating  the  water.  It  will  be  of  such  design  that 
the  water  will  be  circulated  when  the  feed  pumps  are  in 
operation,  and  will  have  a  steam  connection  for  circu¬ 
lating  before  steam  is  raised. 


* 


61 


134.  ZINC  BOILER  PROTECTORS. 

Each  boiler  will  have  rolled  zinc  plates,  12  x  6  x 
inch.  Each  plate  will  be  bolted  to  wrought-iron  straps, 
which  will  be  clamped  to  the  stays.  Each  strap  will  be 
filed  bright  where  in  contact  with  zinc  and  stay,  each 
stay  being  also  filed  bright  at  contact  point.  After  being 
bolted*  in  place  the  outside  of  the  joints  will  be  made 
water-tight  by  paint  or  approved  cement.  The  zinc 
plates  will  be  located  as  may  be  designated  by  the  Bureau 
of  Steam  Engineering,  and  there  will  be  square  feet 
of  exposed  surface  exclusive  of  edges  for  each  100  square 
feet  of  heating  surface  in  the  boilers. 

Surrounding  the  zinc  and  bolted  to  the  stay  will  be 
placed  baskets  of  ^6-inch  steel  plate  to  catch  the  zinc 
when  disintegrated.  The  baskets  will  have  six  ^-inch 
holes  in  the  bottom. 

135.  FEED  PUMP  PRESSURE  GAUGES. 

Each  main  and  auxiliary  feed  pump  will  have  a  spring 
pressure  gauge  registering  from  zero  to  at  least  360 
pounds  per  square  inch. 

136.  ASH  HOISTS. 

One  ventilator  in  each  fire  room  will  have  vertical  guide 
strips  of  iron  on  the  inside  and  be  fitted  with  all  the 
necessary  gear  for  hoisting  ashes. 

An  ash -hoisting  engine  of  approved  design  will  be  fitted 
in  each  fire  room  hatch  or  in  such  place  as  may  be  directed, 
of  sufficient  power  to  hoist  300  pounds  from  the  fire  room 
floor  to  the  deck  in  five  seconds  with  steam  of  80  pounds 
pressure. 

It  will  have  a  reversing  gear,  to  be  worked  from  the 
fire  room  and  from  deck,  with  approved  adjustable  safety 
gear  to  prevent  overwinding  and  to  stop  the  engine  when 
the  ash  bucket  reaches  the  fire  room  floor.  It  will  also 
be  fitted  with'  an  approved  brake  to  control  the  drum. 
The  ash  hoist  will  be  fitted  with  the  necessary  sheaves, 
whip,  and  all  appliances  necessary  for  handling  ash 
buckets;  also  with  a  bell  with  pulls  in  the  fire  room  and 


\ 


62 


on  deck,  to  be  used  as  a  signal  for  hoisting  and  in  low¬ 
ering. 

137.  ASH  EJECTOR. 

An  approved  ash  ejector  will  be  fitted  in  the  forward 
fire  room.  Water  for  it  will  be  supplied  by  the  auxiliary 
pump  in  that  fire  room. 

138.  COAL  HOISTING  ENGINE. 

There  will  be  one  coal  hoisting  engine  capable  of  lift¬ 
ing  i,ooo  pounds  at  300  feet  per  minute,  located  where 
directed. 

139.  EIRE  ROOM  BLOWERS. 

There  will  be  one  blower  of  approved  pattern  in  the 
after  lire  room  and  two  in  the  forward  one'. 

These  blowers  must  be  capable  of  supplying  to  the  fires 
continuously,  with  ease,  sufficient  air  to  maintain  the 
maximum  rate  of  combustion.  They  will  take  air  from 
the  fire  rooms  so  as  to  thoroughly  ventilate  them,  and  de¬ 
liver  into  the  main  air  ducts,  as  shown. 

The  spindle  bearings  must  be  accessible  while  the 
blowers  are  in  motion,  and  will  be  of  anti-friction  metal, 
fitted  in  composition  boxes,  and,  together  with  their  lu¬ 
bricating  apparatus,  must  be  thoroughly  protected  from 
dust. 

If  the  blowers  are  fitted  with  casings,  the  casings  must 
be  so  made  that  they  can  be  removed  without  cutting  out 
rivets. 

140.  BLOWER  ENGINES. 

Each  blower  will  be  driven  direct  by  a  balanced  engine 
of  two  or  more  cylinders  of  an  approved  design  and  of 
sufficient  power  to  run  the  blower  at  full  speed  with  steam 
of  100  pounds  boiler  pressure.  The  engine  valves  must 
be  of  the  slide  or  piston  type. 

All  working  parts  must  be  closed  in,  but  easily  acces¬ 
sible  for  overhauling.  The  lubrication  must  be  automatic 
and  thorough,  and  such  that  the  dust  in  the  fire  room  can 
not  come  in  contact  with  the  oil.  The  throttle  valve  in 
the  steam  pipe  of  each  blowing  engine  will  be  arranged 
to  be  worked  from  the  fire  room  floor,  with  suitable  index 


63 


to  show  how  much  it  may  be  open.  The  steam  pipe  for 
each  blower  will  connect  with  the  auxilary  steam  pipe. 

The  shafts  of  blower  engines  will  be’ so  fitted  that  a 
portable  revolution  indicator  can  be  quickly  and  easily 
applied  without  removing  any  part  of  the  mechanism. 

141.  AIR-PRESSURE  GAUGES. 

A  gauge  of  a  pattern  approved  by  the  Bureau  of  Steam 
Engineering  will  be  fitted  in  each  fire  room  to  show  the 
air  pressure. 

A  portable  gauge  will  also  be  supplied  to  each  fire  room, 
with  convenience  for  connecting  it  to  the  furnaces,  up¬ 
takes,  and  wherever  it  is  desired  to  measure  the  air  pres¬ 
sure. 

All  these  gauges  will  indicate  pressure  in  inches  of 
water. 

142.  FIRE  TOOL  RACKS. 

Racks  will  be  fitted  in  each  fire  room  in  convenient 
places  for  holding  all  necessary  fire  tools. 

143.  ASH  DUMPS. 

From  each  ash  hoist,  on  the  upper  deck,  permanent 
overhead  rails,  suitably  supported,  will  lead  to  the  near¬ 
est  ash  chute  on  each  side  of  the  ship,  if  directed.  Each 
of  these  will  be  fitted  with  a  traveler  of  approved  design, 
with  all  necessary  appliances  for  carrying  the  ash  buck¬ 
ets.  At  the  top  of  each  ash  chute  a  dumping  hopper  of 
approved  design  will  be  fitted,  so  arranged  as  to  fold  up 
out  of  the  way  when  not  in  use.  Arrangements  must 
also  be  made,  either  by  a  temporary  chute  or  other  ap¬ 
proved  manner,  for  dumping  ashes  from  either  side  into 
a  lighter.  The  ash  buckets  are  to  be  balanced  dump  buck¬ 
ets,  with  all  necessary  gear  complete.  All  the  ash  hoist¬ 
ing  and  dumping  gear  will  be  such  that  the  buckets  will 
not  have  to  be  lifted  by  hand. 

144.  ASH  SPRINKLERS. 

A  valve  for  wetting  down  ashes  will  be  fitted  in  each 
fire  room,  where  directed,  and  will  be  fitted  with  all  nec¬ 
essary  hose,  couplings,  nozzles,  and  reels  or  racks. 


64 


145.  STEAM  TUBE  CLEANERS. 

A  steam  tube  cleaner  of  approved  design  will  be  fitted 
in  each  fire  room.  Steam  will  be  taken  from  the  auxiliary 
steam  pipe.  Sufficient  length  of  steam  hose  will  be  pro¬ 
vided  to  easily  reach  all  the  tubes. 

146.  WORKSHOP  MACHINERY. 

There  will  be  fitted  in  the  engineer’s  workshop  the  fol¬ 
lowing  tools,  arranged  to  work  by  hand  and  power,  to  be 
of  the  best  make  and  to  be  approved  by  the  Bureau  of 
Steam  Engineering. 

1.  A  back-geared  screw-cutting  engine  lathe,  to  swing 
12  inches  over  ways  and  take  46  inches  between  centers. 
It  will  be  fitted  with  gear  for  cutting  threads  from  4  to 
32  to  the  inch,  and  with  four  grade  cone  pulleys. 

It  will  have  a  hollow  spindle  on  the  driving  head,  with 
hole  1 inches  diameter.  The  carriage  will  have  auto¬ 
matic  cross. feed.  The  lathe  to  be  fitted  with  scroll  and 
drill  chucks.  Weight  not  to  exceed  800  pounds.  Bed  not 
to  exceed  6  feet  in  length. 

2.  A  column  shaping  machine,  of  15  inches  stroke  and 
15  inches  traverse,  with  vertical  adjustment  to  table  and 
arbor  for  circular  planing;  to  have  at  least  two  grade 
cone  pulleys,  and  be  fitted  with  chuck.  Weight  not  to 
exceed  1,000  pounds. 

3.  A  double-geared  drilling  machine  with  screw  feed  ; 
to  have  three  grade  cone  pulleys,  and  be  capable  of  drill¬ 
ing  from  inch  to  1^  inch  holes ;  to  have  adjustable 
swinging  table;  to  swing  12  inches'. 

4.  An  emery  wheel  12  inches  diameter  and  i-inch  face. 

A  vertical  engine  will  be  provided  to  drive  these  tools; 

engine  will  have  flywheel,  driving  pulley,  and  automatic 
governor;  to  make  about  160  revolutions  per  minute. 

The  tools  above  specified  will  be  erected  and  fitted 
where  directed  in  the  engineer’s  workshop.  Each  ma¬ 
chine  will  be  driven  from  a  countershaft  with  cone  pul¬ 
leys  to  suit  the  machine. 

Countershafts,  hangers,  and  pulleys  will  be  provided 
for  each  of  the  above  tools. 


65 


147.  DISTILLING  APPARATUS  AND  EVAPORATORS. 

The  distilling  apparatus,  placed  where  directed,  will 
consist  of  one  evaporator  and  two  distillers,  with  their 
accessories,  having  a  combined  capacity  of  4,200  gallons 
of  potable  water  per  twenty-four  hours  at  a  temperature  of 
not  more  than  90°  F. 

The  evaporators  will  be  made  with  shells  of  plate  steel. 
They  will  be  either  horizontal  or  vertical,  and  will  be  sub¬ 
ject  to  the  approval  of  the  Bureau  of  Steam  Engineering. 
The  tubes  will  be  of  such  design  that  they  can  be  readily 
removed  for  scaling  or  repair,  with  adequate  provision 
for  expansion,  and  will  be  secured  to  the  tube  sheet  in 
an  approved  manner.  They  will  be  either  straight,  bent, 
or  coiled,  as  the  Bureau  of  Steam  Engineering  may  ap¬ 
prove.  The  tubes  must  be  so  arranged  that  after  the 
system  is  removed  from  the  shell  it  will  be  accessible 
in  all  its  parts  for  scaling.  It  will  be  felted  and  lagged, 
and  will  be  fitted  with  a  safety  valve,  steam  gauge,  glass 
water  gauge,  salinometer  pot,  and  blow  valve.  It  will 
take  steam  from  the  auxiliary  exhaust  pipe  and  also  from 
the  auxiliary  steam  pipe,  and  will  be  fitted  with  automatic 
traps  and  with  drainpipes  leading  to  the  suction  pipes  of 
the  auxiliary  air  pumps.  The  branch  from  the  auxiliary 
steam  pipe  will  be  fitted  with  an  approved  reducing  valve. 
The  shell  of  the  evaporator  will  be  tested  1;o  50  pounds 
to  the  square  inch,  and  the  coils  and  all  parts  subject  to 
boiler  pressure  to  230  pounds  per  square  inch.  It  will 
have  at  least  130  square  feet  of  heating  surface.  The  dis¬ 
tillers  will  be  made  with  shells  of  sheet  brass,  flanges  and 
heads  of  composition,  and  coils  of  copper  or  brass,  thor¬ 
oughly  tinned  on  both  sides.  The  coils  of  each  distiller 
will  be  divided  into  at  least  two  parts,  each  with  a  sepa¬ 
rate  inlet  and  outlet  valve. 

A  water-tight  filter,  of  approved  design,  will  be  fitted 
for  both  distillers.  The  connections  to  it  will  be  so  made 
that  the  cover  may  be  readily  removed  and  replaced,  so 
that  either  or  both  distillers  may  discharge  into  it,  and 
so  that  both  may  connect  directly  with  the  fresh  water 
end  of  the  combined  pump. 

3848—9 


o 


66 


There  will  be  efficient  means  for  aerating  the  steam 
used  in  making  distilled  water. 

There  will  be  a  combined  pump  of  approved  size  for 
pumping  distilled  water  from  the  distiller  to  fresh-water 
tanks,  through  filter,  or  to  the  main  feed  tanks,  and  to 
draw  brine  from  the  evaporator  and  discharge  it  into  the 
circulating  pump  discharge  beyond  the  feed  suction.  This 
pump  to  be  so  connected  that  the  brine  end  may  also  be 
used  as  a  feed  pump  for  the  evaporator. 

The  fresh-water  cylinder  will  have  no  copper  or  lead, 
and  will  have  a  pipe  leading  from  its  suction  pipe  to  above 
the  awnings  with  a  regulating  valve  so  that  air  can  be  forced 
into  the  tanks  with  the  water.  In  the  water  discharge 
of  this  pump  will  be  fitted  an  approved  water  meter,  made 
without  copper  or  lead.  The  discharge  pipes  of  this  pump 
will  lead  to  the  bottom  of  the  fresh-water  tank  so  that  the 
air  forced  in  will  rise  through  the  water. 

Provision  will  be  made  for  feeding  the  evaporator  with 
the  circulating  water  which  has  passed  through  the  con¬ 
denser.  The  pipe  to  have  a  check  valve  in  it  close  to 
evaporator. 

The  condensing  water  after  leaving  the  distillers  will 
run  into  the  fire  main.  A  check  valve  will  be  put  in 
the  discharge  pipe  close  to  distiller  so  that  pressure  from 
the  fire  main  may  not  come  on  the  coils. 

The  evaporator  and  distillers  will  be  so  fitted  that  their 
coils  can  be  easily  removed  for  repairs.  There  must  be 
no  internal  detachable  joints  in  the  coils  either  of  evapo¬ 
rator  or  distillers. 

148.  REFRIGERATING  PLANT. 

There  will  be  an  ice  machine  of  the  “  dense  air  ”  variety 
capable  of  making  op^ton  of  ice  per  day.  It  will  have 
cooling  pipes,  as  oj^ected,  to  the  ice  tank,  to  the  cold 
storage  or  refrigerating  room,  and  to  the  scuttle  butt. 

The  engine  must  beNbuilt  with  sufficient  clearance 
between  crossheads  and  stuffing  box  packing  nuts  or 
glands  to  permit  of  setting  ttmm  up  while  the  engine  is 
running.  /  \ 

Valves  will  be  provided  so  that  the  air  may  go  to  the 


I 


67 


refrigerating  room  direct,  or  through  the  ice-making 
tank  and  thence  to  the  refrigerating  room  and  scuttle 
butt;  and  also  from  the  ice-making  tank  directly  to  the 
scuttle  butt. 

The  pipe  in  the  scuttle  butt  will  be  of  copper,  well 
tinned  on  the  outside. 

149.  WASH- WATER  TANKS,  ETC. 

There  will  be  one  or  more  wrought-iron  tanks,  of  a 
combined  capacity  of  150  gallons,  to  hold  fresh  water  for 
firemen’s  use.  They  will  be  fitted  in  such  places  as  may 
be  designated.  Each  tank  will  have  an  overflow  pipe, 
without  valve  or  cock,  leading  to  the  bilge,  with  the  end 
in  plain  view  from  the  fire  room;  also  a  drainpipe  with 
its  valve  easily  reached  from  the  fire  room.  A  pipe  will 
be  led  direct  from  the  fresh-water  outlet  of  the  distiller 
for  filling  these  tanks  without  passing  the  water  through 
the  filter;  this  pipe  to  have  a  locked  cock. 

There  will  be  an  approved  hand  pump  connected  as 
follows:  To  have  suction  pipes  from  the  feed-tank  suction 
pipe  and  from  the  tanks  above  mentioned,  and  to  dis¬ 
charge  into  these  tanks  and  into  the  tank  in  the  firemen’s 
washroom;  all  pipes  fitted  with  stop  valves  close  to  the 
pump.  The  pump  will  have  a  dead-weight  relief  valve 
set  at  just  sufficient  pressure  to  allow  the  washroom  tank 
to  be  filled. 

A  cylindrical  copper  tank  of  about  30  gallons  capacity 
will  be  fitted  in  the  firemen’s  washroom,  and  connected 
with  the  pump  above  specified.  The  tank  will  be  sup¬ 
plied  with  a  vent  pipe  with  a  float  valve,  which  will  close 
the  vent  when  the  tank  is  full.  There  will  be  a  service 
pipe  from  the  tank,  with  a  branch  to  each  wash  basin, 
and  one  for  filling  buckets.  Each  of  these  branches  will 
have  a  self-closing  lever  faucet.  In  the  service  pipe, 
close  to  the  tank,  will  be  a  locked  cock. 

150.  MAIN  STEAM  PIPES. 

The  main  steam  pipes  will  be  of  copper,  the  thickness 
in  accordance  with  the  formula  hereinafter  furnished. 

The  pipes  from  each  of  the  stop  valves  on  the  forward 
boilers  will  be  3^  inches  in  diameter,  4  inches  where  the 


68 


branches  from  each  pair  unite,  and  5%  from  the  junction 
of  the  4-inch  branches  to  the  T  piece  in  engine  room,  the 
branches  from  this  to  the  high-pressure  cylinders  being 
4  inches.  There  will  be  a  straightway  valve  in  this  pipe 
on  the  after  bulkhead  of  each  boiler  compartment,  and  a 
separator  in  it  in  the  engine  room;  all  as  shown  on  the 
drawing. 

The  pipes  from  the  after  or  auxiliary  boilers  will  be 
3%  inches  in  diameter  and  5  inches  from  the  junction  of 
the  two  pipes  to  the  T  piece  in  engine  room,  from  which 
point  3^-inch  branches  will  run  to  the  first  intermediate 
cylinders  with  straightway  valves  close  to  cylinders. 
There  will  be  a  straightway  valve  in  this  pipe  on  the 
after  bulkhead  of  the  fire  room,  and  a  separator  in  the  en¬ 
gine  room,  as  shown  on  the  drawing.  A  5-inch  branch 
will  connect  this  pipe  in  the  fire  room  with  the  pipe  from 
the  forward  boilers,  and  be  provided  with  a  self-closing 
stop  valve.  All  straightway  valves  to  be  provided  with  by¬ 
pass  valves.  Suitable  and  appro  ved  means  must  be  pro¬ 
vided  for  taking  up  expansion  in  the  steam  pipes,  and  all 
T’s  and  short  bends  must  be  made  of  composition  of  ap¬ 
proved  thickness. 

151.  AUXILIARY  STEAM  PIPES. 

There  will  be  an  auxiliary  steam  pipe  extending  through 
engine  and  boiler  compartments  and  to  all  the  steam 
engines  in  the  ship.  It  will  connect  with  the  stop  valves 
on  each  auxiliary  boiler,  and  will  be  of  sufficient  size  to 
supply  all  the  auxiliary  machinery.  There  will  be  a  stop 
valve  in  the  after  part  of  each  boiler  compartment,  close 
to  the  bulkhead.  Wherever  pockets  necessarily  occur 
the  pipe  will  be  drained  and  trapped.  All  branches 
from  the  pipe  to  pumps  or-  engines  on  a  lower  level  will 
have  the  stop  valve  for  such  machinery  close  to  the  main 
pipe,  so  that  when  the  pump  or  engine  is  standing  idle 
there  will  be  no  opportunity  for  water  to  collect  in  the 
vertical  pipe  leading  to  it.  All  branches  to  engines  above 
the  protective  deck  will  have  stop  valves  below  that  deck. 

A  separate  auxiliary  steam  pipe  will  be  fitted  connect¬ 
ing  the  dynamo  engines  with  the  auxiliary  boilers;  there 


69 


will  be  a  stop  valve  on  each  boiler,  and  the  pipes  will  lead 
as  direct  as  possible  to  a  separator  placed  near  the  dynamo 
engines;  all  dips  and  pockets  to  be  carefully  avoided. 
Valves  will  be  fitted  so  that  the  branch  leading  to  either 
boiler  may  be  shut  off  when  the  boiler  is  not  connected 
with  the  dynamo  engine  pipes,  and  valves  will  be  fitted 
in  the  pipes  leading  from  the  separator  to  each  engine, 
so  that  the  steam  may  be  shut  off  from  the  pipes  when 
the  engine  is  not  in  use.  The  traps  for  the  separators 
must  be  of  the  proper  size,  and  will  be  fitted  with  by-pass 
pipes  and  valves,  so  that  they  may  be  cleaned  without 
shutting  steam  off  from  the  engines.  There  will  be  an 
approved  reducing  valve  in  the  dynamo  engine  steam 
pipe,  placed  as  near  the  boilers  as  possible,  with  a  steam 
gauge  in  the  fire  room. 

The  drain  pipes  must  be  so  fitted  that  it  will  be  im¬ 
possible  for  one  dynamo  engine  to  blow  into  another,  or 
for  one  end  of  one  cylinder  to  blow  into  the  other  end  of 
the  same  cylinder. 

Swing  checks  will  be  fitted  in  all  drain  pipes  close  to 
the  cylinder  or  chest  from  which  they  lead,  and  the  drain 
pipes  will  be  joined  by  an  approved  Y  or  T.  The  drain 
pipes  from  the  cylinders  must  lead  to  the  feed  tank  or  into 
the  exhaust  pipe. 

A  plan  of  the  piping  and  drains  will  be  submitted  to 
the  Bureau  of  Steam  Engineering  for  approval  before  any 
of  the  work  is  done  upon  it. 

152.  AUXILIARY  EXHAUST  PIPES. 

An  auxiliary  exhaust  pipe,  of  sufficient  size  for  all 
auxiliary  machinery  herein  specified,  and  for  such  other 
steam  machinery  as  may  be  fitted  in  the  vessel,  will  be 
fitted  and  connected  to  all  auxiliary  machinery,  it  will 
have  valves  to  direct  the  exhaust  steam  into  either  main 
condenser,  into  either  second  intermediate-pressure  re¬ 
ceiver,  or  into  the  atmosphere  through  the  escape  pipe 
at  will.  At  each  connection  with  condensers  and  escape 
pipe  the  auxiliary  exhaust  pipe  will  be  fitted  with  two 
stop  valves  so  as  to  minimize  the  chance  of  an  air  leak. 

The  connection  with  the  escape  pipe  will  be  made  below 
the  protective  deck. 


70 


All  exhaust  pipes  from  engines  above  the  protective 
deck  leading  to  the  condenser  will  be  fitted  with  valves 
below  the  armored  deck. 

The  dynamo  engine  exhaust  pipes  must  be  so  led  and 
joined  by  an  approved  Y  or  T  that  one  engine  can  not  ex¬ 
haust  against  another,  or  the  unused  engine  be  flooded, 
and  swing  check  valves  will  be  fitted  in  all  exhaust  pipes 
close  to  the  valve  chests. 

153.  BLEEDER  PIPES. 

A  3-inch  branch  will  lead  from  the  main  steam  pipe  of 
each  engine  to  its  main  exhaust  pipe,  with  a  stop  valve 
operated  from  the  working  platform. 

154.  INTERMEDIATE-PRESSURE  STEAM  PIPES. 

A  i  ^4 -inch  branch  from  the  main  steam  pipe  will  lead 
to  each  first  intermediate-pressure  valve  chest,  each  with 
a  stop  valve. 

155  SEPARATORS. 

There  will  be  in  each  main  steam  pipe  in  the  engine 
room  a  centrifugal  or  other  approved  separator.  They 
will  be  made  entirely  of  cast  steel  and  plate  steel,  each 
fitted  with  a  well  protected  glass  gauge  of  the  automatic 
closing  pattern,  and  an  approved  automatic  steam  trap, 
with  drain  delivering  into  feed  tank.  There  will  also  be 
a  drain  connected  directly  to  the  separator,  discharging 
into  the  feed  tanks. 

156.  MAIN  FEED  PUMP  EXHAUST. 

The  exhaust  pipes  from  the  main  feed  pumps,  in  addi¬ 
tion  to  the  connection  with  the  exhaust  main,  will  be  so 
arranged  that  the  exhaust  steam  can  be  turned  into  the 
feed  pump  suction  chambers;  suitable  nozzles  for  this 
purpose  being  fitted  in  the  suction  pipes. 

157.  ESCAPE  PIPES. 

There  will  be  a  5-inch  copper  pipe  abaft  each  smoke- 
pipe,  extending  to  its  top,  finished  and  secured  in  an 
approved  manner.  This  pipe  will  have  branches  leading 
to  all  the  safety  valves  in  its  compartment. 


71 


The  auxiliary  exhaust  pipe  will  connect  with  the  after 
escape  pipe. 

158.  FEED  PIPES  AND  FEED  PUMP  SUCTIONS. 

There  will  be  one  feed  main  connected  with  the  main 
and  auxiliary  feed  pumps.  It  will  run  from  the  main 
feed  pumps  in  the  engine  room,  along  the  port  side  of  the 
ship  as  far  as  the  forward  boiler  room,  where  it  will  have 
branches  to  the  check  valves.  There  will  be  similar 
branches  in  the  after  fire  room,  and  the  valves  in  each  fire 
room  so  arranged  that  any  pump  may  be  used  on  either 
or  all  boilers. 

Each  main  feed  pump  will  have  a  suction  from  each 
feed  tank  on  the  pipe  before  specified  connecting  the 
feedtanks;  and  also  one  from  the  fresh-water  tanks  on 
the  same  side  of  the  vessel.  Each  will  deliver  into  either 
or  both  of  these  tanks,  through  the  main  feed  pipe,  with 
suitable  valves  in  the  branches  to  so  direct  the  water. 

Each  auxiliary  feed  pump  in  fire  rooms  will  connect 
with  the  same  suction  pipe  as  the  main  feed  pumps,  and 
be  provided  with  a  valve  just  forward  of  the  connection. 

The  feed  delivery  pipes  will  be  led  as  high  as  possible 
above  the  floors,  and  the  suction  so  that  joints  may  be 
easily  reached. 

In  addition  to  the  suction  from  the  feed  tanks  the 
pumps  in  the  fire  rooms  will  be  arranged  to  draw  from 
the  main  drain,  from  the  fire  room  bilge  direct,  from  the 
air  ducts,  from  the  boilers  and  from  the  sea;  and  to  dis¬ 
charge  overboard  and  into  the  fire  main  in  addition  to 
the  feed  discharge.  All  valves  to  be  straightway  except 
boiler  checks,  pump  manifold,  and  sea  valves.  A  plan  of 
the  piping  must  be  submitted  for  approval  before  the  work 
is  started. 

159.  FEED-WATER  HEATER. 

If  directed,  there  will  be  for  each  fire  room  a  feed- 
water  heater  of  suitable  size,  placed  where  directed. 
Plans  showing  the  type  and  arrangement  of  heater  must 
be  submitted  to  the  Bureau  of  Steam  Engineering  for 
approval  before  work  is  commenced  on  them. 


72 


160.  BY-PASS  VALVES  ON  STRAIGHTWAY  VALVES. 

All  straightway  valves  above  5  inches  in  diameter,  sub¬ 
jected  to  pressure  above  15  pounds  per  square  inch,  will 
have  by-pass  valves  to  relieve  the  valve  when  jammed  on 
the  seat. 

They  will  be  for  straightway  valves  above  5  and  to  8 
inches,  1  inch  in  diameter;  above  this,  1^  inches. 

161.  FIRE  MAIN. 

There  will  be  a  fire  main  of  copper,  4  inches  inside 
diameter,  extending  through  the  engine  and  fire  rooms, 
from  the  after  end  of  the  engine  hatch  to  the  forward  fire- 
room  hatch,  located  above  the  floor  plates  and  below  the 
protective  deck. 

From  this  main  at  the  engine  and  at  forward  end  of 
fire  room  hatches,  there  will  be  two  vertical  branches 
extending  to  the  upper  deck  (six  in  all),  each  branch  3 
inches  in  diameter.  From  each  of  these  vertical  branches 
on  each  deck  above  the  protective  deck  there  will  be 
branches  passing  through  the  bulkheads  surrounding  the 
hatches  with  straightway  valves  and  hose  connections  on 
each  branch  outside  the  hatch. 

Leading  forward  from  one  of  the  vertical  branches  in 
the  forward  hatch  there  will  be  a  branch  connecting  to 
a  hose  nozzle  in  the  magazine  passing  room  and  in  the 
sick  bay. 

There  will  also  be  a  branch  leading  aft  from  one  of  the 
vertical  pipes  in  the  engine  hatch  to  the  after  magazine 
passing  room.  Each  of  these  branches,  forward  and  aft, 
will  have  a  straightway  valve  outside  the  hatch  and  also 
one  immediately  back  of  the  hose  nozzles. 

These  branches  will  be  led  in  such  a  manner  as  to 
avoid  any  interference  with  bulkheads  or  head  room,  or 
as  may  be  decided  upon  by  the  Inspecting  Constructor 
and  Engineer. 

Branches  will  lead  from  the  fire  main  forward  and  aft 
to  the  head  and  to  the  wardroom,  cabin  and  sick-bay, 
water  closets,  and  bath  rooms,  with  valves  at  the  junction 
of  the  branches  with  the  main. 


73 


Each  pump  mentioned  in  these  specifications  to  be 
used  as  a  fire  pump  will  be  connected  with  this  main 
under  the  protective  deck.  ^  ^ 

There  will  be  a  hose  nozzle  ^eachAengme  room,  and 
one  in  each  fire  room,  each  connected  to  the  fire  main  by 
a  branch  with  a  straightway  valve  between  the  main  and 
the  hose  coupling. 

All  couplings  will  be  for  2^-inch  hose  fitted  with 
standard  Navy  thread. 

There  will  be  a  reverse  hose  coupling  on  the  auxiliary 
feed  pipe  for  filling  the  boilers  from  a  hose. 

There  will  be  a  i^-inch  steam  pipe  leading  from  the 
auxiliary  steam  pipe  to  each  bunker  and  hold  for  ex¬ 
tinguishing  fire.  This  pipe  will  have  a  valve  in  it  next 
the  auxiliary  steam  pipe  and  another  at  each  coal  bunker 
and  hold  bulkhead.  The  part  inside  of  the  bunker  may 
be  made  of  galvanized  iron,  all  other  pipe  of  copper. 

All  valves  in  the  fire  main  and  steam  extinguishing 
pipes  with  the  pipes  from  the  pumps  will  be  straightway 
composition  valves.  Drainpipes  will  be  fitted  to  drain 
all  parts  of  fire  main  and  branches. 

162.  PIPES  THROUGH  WATER-TIGHT  BULKHEADS  AND 
DECKS. 

They  will  be  made  water-tight  by  stuffing  boxes ; 
flanges  of  pipes  must  not  have  their  joints  made  on 
bulkheads. 

Pipes  must  not  be  led  in  such  a  manner  that  the  angles 
or  T’s  of  bulkheads  -have  to  be  cut.  Holes  through 
wooden  decks,  where  pipes  pass  through,  will  have  brass 
or  copper  thimbles,  made  water-tight,  extending  at  least 
3  inches  above  decks. 

183.  PIPES  THROUGH  COAL  BUNKERS. 

They  will  be  protected  by  iron  casings,  made  in  sec¬ 
tions,  easily  removable  for  repairs.  Pipes  must  not  be 
led  under  openings  of  coal  chutes. 

3348—10 


74 


164.  BRAIN  PIPES  AND  TRAPS. 

All  places  where  condensed  steam  can  accumulate  will 
be  provided  with  drain  pipes  and  cocks  or  valves  of  am¬ 
ple  size,  and  with  approved  automatic  traps,  which  will 
discharge  into  feed  tanks  or  condensers,  or  as  directed. 
All  traps  will  have  by-pass  pipes  and  valves  for  conven¬ 
ience  of  overhauling.  The  lowest  parts  of  all  water 
pipes  and  all  pump  cylinders  and  channel  ways  will  have 
drain  cocks  with  pipes,  where  required.  The  handles  of  all 
drain  cocks  will  point  downward  when  closed.  All  glass 
water  gauges  under  pressure  will  be  fitted  with  valves 
of  approved  automatic  closing  pattern. 

165.  THICKNESS  OF  PIPES. 

The  thickness  of  copper  straight  steam  piping,  fire  ser¬ 
vice,  and  blow-off  pipes  will  be  found  by  the  following 
formula: 

P  X  D  ^  i  __rp  Where  P  =  boiler  pressure  above  at- 
8ooo  1 6  ’  mosphere. 

D  =  inside  diameter  of  pipe. 

T  =  thickness  in  inches. 

The  thickness  of  feed  pipe  will  be  found  by  the  same 
formula  with  the  exception  that  P  =  1.5  boiler  pressure 
above  atmosphere. 

The  thickness  for  feed-suction  piping  will  be  }£  inch. 

Water  pipes  without  pressure  will  be — 

Of  2  and  less  than  5  inches,  -3\  inch. 

Of  5  inches  and  over,  inch. 

All  copper  piping  will  be  $8*.  1  B.  W.  G.  thicker  in  the 
bends  than  in  straight  parts. 

All  exhaust  and  other  pipes  not  in  the  above  list  will 
be  made  of  approved  thickness. 

166.  MATERIAL  AND  FITTING  OF  PIPES. 

All  pipes,  except  the  lower  end  of  bilge-suction  pipes, 
will  be  of  copper,  unless  otherwise  specified. 

The  lower  parts  of  bilge-suction  pipes  will  be  of  galvan¬ 
ized  iron.  All  copper  and  brass  piping  of  and  less  than 


75 


6  inches  diameter  will  be  seamless  drawn.  All  copper 
pipes  not  seamless  drawn  will  be  brazed.  All  copper 
pipes  over  5^4  inches  in  diameter  will  have  composition 
flanges  riveted  on  and  brazed,  and  will  have  the  end  of 
the  pipe  expanded  into  a  recess  in  the  face  of  the  flange. 
All  feed  and  blow  pipes  will  have  composition  flanges. 
All  flanges  of  high-pressure  pipes  will  be  in  accordance 
with  the  Bureau  of  Steam  Engineering  table  of  thick¬ 
ness  of  pipes  and  flanges,  and  will  be  faced  and  grooved, 
and  joints  between  flanges  in  steam  pipes  will  be  made 
with  asbestos  board  soaked  in  boiled  linseed  oil,  “  Usudu- 
rian  ”  with  wire  gauze,  “  Vulcabeston,”  or  other  material, 
samples  of  which  must  be  submitted  to  the  Bureau  of 
Steam  Engineering  for  approval  before  using. 

For  pressures  greater  than  160  pounds  per  square  inch, 
flanges  will  be  of  special  construction,  the  design  to  be 
furnished  or  approved  by  the  Bureau  of  Steam  Engi¬ 
neering. 

No  material  will  be  used  that  will  not  withstand  the 
heat  of  the  steam  and  keep  tight  an  indefinite  length  of 
time,  and  any  material  used  must  be  the  best  that  can  be 
procured.  All  composition  flanges  below  the  floor  plates 
will  be  connected  by  bolts  and  nuts  of  rolled  naval  brass 
or  Tobin  bronze.  All  copper  pipe  T  pieces  and  fittings 
will  be  of  composition,  except  where  otherwise  directed. 
Expansion  joints  of  approved  pattern  will  be  fitted  where 
required.  Slip  joints,  if  fitted,  will  have  stop  bolts  and 
flanges.  All  copper  pipes  in  bilges  will  be  well  painted, 
and  must  not  rest  in  contact  with  any  of  the  iron  or  steel 
work  of  the  vessel. 

All  steam,  air,  and  water  pipes  of  refrigerating  plant, 
except  those  in  the  refrigerating  room,  will  be  of  copper, 
with  flange  joints;  all  other  pipes  will  be  fitted  with 
flange  joints,  to  be  approved  by  the  Bureau  of  Steam 
Engineering.  The  piping  in  the  refrigerating  room  will 
be  of  galvanized  iron,  and  that  in  the  scuttle  butt  of 
copper,  well  tinned  on  the  outside. 

All  slip  joints  will  consist  of  a  composition  stuffing 
box,  follower,  and  enteringpipe,  the  stuffiing  box  and  en- 


76 


tering  pipe  to  be  connected  by  flanges  with  the  copper 
pipe. 

All  slip  joints  to  be  packed  with  metallic  packing  to 
be  approved  by  the  Bureau  of  Steam  Engineering. 

167.  AUXILIARY  ENGINE  STOP  VALVES. 

Each  auxiliary  engine  will  have  stop  valves  in  exhaust 
pipes  as  close  to  cylinder  as  possible.  Exhaust  stop 
valves  will  be  straightway  where  practicable.  All  pumps, 
except  circulating  pumps,  will  have  screw  check  valves 
in  both  suction  and  delivery  pipes  close  to  pump  cylin¬ 
ders,  so  arranged  that  they  may  be  kept  off  their  seats 
when  desired. 

168.  SEA  VALVES. 

There  will  be  in  the  various  compartments  sea  valves 
as  follows: 

‘  In  the  engine  compartment  a  screw-top  valve,  having 
independent  connection  to  the  side  of  the  vessel,  of  suffi¬ 
cient  size  to  supply  water  to  the  fire  and  bilge,  and  the 
water  service  pumps  in  that  compartment.  Also  a  screw 
non-return  valve  for  the  discharge  from  the  fire  and 
bilge  pump.  The  main  injection  and  outboard  delivery 
valves  will  be  as  elsewhere  specified. 

In  each  boiler  compartment  there  will  be  a  screw  stop 
valve  for  a  bottom  blow,  pump  discharge,  and  sea  suction. 
These  valves  to  also  have  nozzles  cast  on  for  ash  wetting. 

All  these  valves  will  be  of  composition,  with  the  screws 
on  the  stems  outside  the  chamber,  the  screws  passing 
through  a  crosshead  supported  by  iron  or  steel  stanchions. 

169.  BILGE  STRAINERS. 

Each  pipe  leading  from  the  bilges  or  from  the  drain- 
age  system  of  the  vessel  to  the  pumps  will  be  fitted  with 
a  Macomb  (or  approved  equivalent)  strainer,  above  the 
floors. 

The  baskets  of  Macomb  strainers  will  have  a  diameter 
equal  to  one  and  one-half  times  the  diameter  of  the  pipe, 
and  a  length  equal  to  twice  the  diameter  of  the  pipe, 
except  in  the  case  of  the  bilge  injections,  which  strainer 
will  be  the  same  diameter  as  the  pipe. 


170.  ATTACHMENT  OF  VALVES  TO  HULL. 

Steel  strengthening  rings  will  be  riveted  to  plating  of 
hull  around  the  openings  for  all  sea  valves.  The  valve 
flanges  will  be  bolted  to  these  rings  by  rolled  manganese 
or  Tobin  bronze  studs,  care  being  taken  not  to  drill  the 
holes  entirely  through  the  rings.  A  zinc  protecting 
ring  will  be  fitted  in  each  opening  in  outer  skin  in  such 
a  manner  as  to  be  easily  renewed. 

All  suction  valves  will  have  strainers  over  their  open¬ 
ings  on  the  outside  of  the  vessel.  These  strainers  will 
have  f^-inch  holes  with  a  collective  area  equal  to  twice 
the  area  of  the  valve  openings.  Strainers  must  be  fast¬ 
ened  to  valve  pipes  or  casings,  and  not  to  the  plates  of 
the  hull. 

All  sea  valves  over  the  double  bottom  will  be  inside 
the  inner  skin  and  connected  to  the  outer  skin  by  a  cast 
or  plate  steel  pipe,  secured  by  riveted  flanges  to  both 
inner  and  outer  skins.  There  will  be  a  steel  stiffening 
ring  on  the  inner  bottom,  to  which  the  valve  chamber 
will  be  bolted.  A  zinc  protecting  ring  will  be  secured 
to  the  lower  flange  of  the  valve  chamber. 

171.  COCKS  AND  VALVES. 

All  cocks  and  valves  and  their  fittings,  except  as 
otherwise  specified,  will  be  of  composition.  All  hand 
wheels  will  be  of  finished  brass,  except  as  otherwise 
specified,  and  will  be  at  least  one  and  one-half  times  as 
great  in  diameter  as  their  valves.  All  cocks  communi¬ 
cating  with  vacuum  spaces  will  have  bottoms  of  shell 
cast  in  and  have  packed  plugs.  All  cocks  over  i  inch  in 
diameter  will  have  packed  plugs.  Reducing  valves  will 
be  put  in  where  directed  or  required. 

Valves  of  approved  pattern  will  be  supplied  wherever 
necessary  to  complete  the  various  pipe  systems,  whether 
herein  specified' or  not.  All  valves  will  be  so  fitted  as  to 
be  easily  ground  in,  and  be  fitted  where  required  with 
grinding-in  guides  and  handles.  No  conical-faced  valve 
will  have  a  bearing  on  its  seat  of  more  than  inch  in 
width.  All  valve  spindles  must  turn  right-handed  to 
close,  and  have  outside  threads  where  practicable.  Cocks 


78 


and  valves  may  have,  where  approved,  in  lieu  of  wheels 
or  permanent  handles,  removable  box  or  socket  wrenches, 
marked  and  stowed  in  convenient  racks;  these  handles 
to  be  so  fitted  that  they  can  only  be  removed  when  the 
valves  are'closed.  All  cocks  and  valves  underneath  the 
floor  plates  will  have  their  wheels  or  handles  above 
the  floor  plates,  in  easily  accessible  positions,  unless 
otherwise  directed. 

The  sizes  of  valves  as  given  in  these  specifications  refer 
to  the  diameter  of  the  equivalent  clear  openings. 

172.  LABELS  ON  GEAR  AND  INSTRUMENTS. 

All  cocks  will  have  engraved  brass  plates  to  show  their 
uses  and  to  indicate  whether  open  or  shut.  All  valves, 
except  such  as  may  be  otherwise  directed,  will  have  simi¬ 
larly  engraved  plates  to  show  their  uses,  or  have  the 
same  plainly  engraved  on  hand  wheels. 

All  hand  levers  or  their  quadrants  will  be  similarly 
marked.  Gear  for  working  valves  from  deck  will  be 
marked  as  elsewhere  specified. 

All  main  steam  stop  valves  will  have  indices  to  show 
to  what  extent  they  are  opened. 

All  gauges,  thermometers,  counters,  telegraph  dials, 
speaking  tube  annunciators,  and  revolution  indicators 
will  be  suitably  engraved  to  show  to  what  they  are  con¬ 
nected. 

All  engraving  will  be  deep  and  be  filled  in  with  black 
cement. 

173.  CLOTHING  AND  LAGGING. 

The  main  cylinders  and  valve  chests,  excepting  upper 
cylinder  heads,  after  being  finally  secured  in  place  in  the 
*  vessel  and  tested,  will  be  covered  with  approved  incom¬ 
bustible  nonconducting  material  and  neatly  lagged  with 
black  walnut  all  over,  secured  with  polished  brass  bands 
and  round-headed  brass  screws.  The  uppej*  cylinder 
heads  will  be  covered  with  black  walnut  lagging  with  a 
sheet  of  asbestos  board  beneath  it. 

The  lagging  will  be  made  in  removable  sections  over 
each  valve  chest  and  manhole  cover,  parts  plainly  marked . 


79 


The  lagging  elsewhere  will  be  so  secured  as  to  be  easily 
removed,  replaced,  and  repaired. 

All  parts  of  the  condensers  except  the  water  chests  at 
ends  will  be  clothed  with  approved  material  put  on  in 
sections  so  as  to  be  easily  removed  and  replaced,  and 
neatly  lagged  with  Russia  sheet  iron  secured  by  brass 
bands. 

All  steam  and  exhaust  pipes,  the  separators,  the  feed- 
water  heaters,  and  all  steam  valves  will  be  clothed  in  an 
approved  manner  with  a  satisfactory  nonconducting 
material,  covered  with  No.  6  canvas  in  addition  to  that 
usually  covering  the  nonconducting  material;  this  can¬ 
vas  to  be  sewed  on  and  be  well  painted.  The  main  steam 
and  exhaust  pipes  in  engine  room  and  the  separators 
will  be  also  covered  with  Russia  sheet  iron,  secured  with 
brass  bands.  Where  bends  occur,  this  sheet  iron  shall 
be  made  so  that  the  covering  of  the  entire  bend  is  in 
otily  two  pieces.  The  canvas  covering  of  steam  pipes 
will  be  secured  to  bulkheads  where  the  pipes  pass 
through  them. 

The  main  steam  pipes,  where  they  pass  through  bunk¬ 
ers,  will  in  addition  be  inclosed  in  a  water-tight  covering 
of  galvanized  iron. 

The  steam  cylinders  of  all  auxiliary  engines  will  be 
clothed  the  same  as  main  cylinders  and  lagged  with 
Russia  sheet  iron  or  black  walnut. 

The  feed  tanks  will  be  covered  with  ^-inch  cow  hair 
felt,  with  canvas  back,  and  lagged  with  black  walnut  lag¬ 
ging,  with  brass  bands. 

The  ice-making  tank,  the  scuttle  butt,  and  all  piping 
connected  with  the  refrigerating  plant,  except  that  in 
refrigerating  room  and  in  scuttle  butt,  will  be  clothed 
and  lagged  in  an  approved  manner. 

After  the  boilers  are  in  place  and  have  been  tested  and 
painted,  they  will  be  covered  all  over,  except  .where  di¬ 
rected,  as  low  as  the  saddles,  with  approved  incombusti¬ 
ble  nonconducting  material  at  least  1^2  inches  thick. 
This  clothing  will  be  covered  on  tops,  sides,  and  back 
heads  and  on  fronts,  where  required,  by  galvanized 


80 


wrought-iron  plates,  about  No.  18  B.  W.  G.,  flanged  not 
less  than  i  inch  and  bolted  together;  also  secured  to 
boiler  plates  at  bottom  by  angle  iron,  which  will  be  held 
in  place  by  ^4-inch  bolts  tapped  part  way  into  the  boiler 
plates  and  held  off  from  the  boiler  plates  elsewhere  by 
suitable  distance  pieces. 

174.  RADIATORS. 

Radiators  of  approved  patterns,  with  such  areas  as 
may  be  called  for  in  the  specifications  for  radiators  to  be 
furnished  by  the  Bureau  of  Steam  Engineering,  will  be 
furnished  and  fitted  and  connected. 

Each  radiator  or  coil  of  more  than  ho  square  feet  will 
be  divided  into  two  parts.  All  radiators  will  be  fitted 
with  approved  valves,  with  valve-stem  guards,  and  re¬ 
movable  keys  for  valve  stems.  The  ends  of  the  stems 
will  be  triangular  in  cross  sections. 

The  radiators  in  the  wardroom  and  cabin  will  consist 
of  pipes  led  along  the  deck  at  the  bottom  of  the  bulk¬ 
heads,  and  will  be  covered  with  an  approved  metallic 
casing  easily  removable. 

The  steam  and  drain  pipes  will  be  of  seamless  drawn 
brass,  of  iron  pipe  size,  suitably  connected  by  composition 
fittings  in  a  manner  that  will  permit  them  to  be  easily 
taken  down  for  repairs. 

All  union  joints  will  be  coned  or  have  corrugated  cop¬ 
per  washers. 

All  holes  through  decks  and  bulkheads  will  be  thimbled 
with  brass. 

Steam  and  drain  pipes  will  be  clothed  where  near  wood¬ 
work,  and  elsewhere  as  required. 

The  steam  pipes  will  connect  with  the  auxiliary  steam 
pipes  where  directed,  and  be  fitted  with  adjustable  re¬ 
ducing  valves. 

The  drainpipe  of  each  circuit  will  have  an  approved 
automatic  steam  trap  discharging  into  feed  tank,  and 
elsewhere  as  directed. 

Independent  steam  pipes  will  lead  from  engine  and 
fire  rooms  to  the  principal  divisions  of  the  officers’  quar¬ 
ters  and  forward  parts  of  the  ship. 


81 


175.  WHISTLES. 

An  approved  polished  brass  chime  steam  whistle,  with 
a  bell  of  about  6  inches  diameter,  will  be  placed  forward 
of  the  forward  smokepipe,  well  above  the  level  of  the 
awnings,  and  connected  to  the  auxiliary  steam  pipe  by 
a  pipe  having  a  stop  valve  at  its  lower  end  and  a  working 
valve  at  the  upper  end.  The  pipe  will  have  an  expansion 
joint  at  lower  end. 

There  will  be  a  shrieking  whistle  of  approved  pattern 
and  size  placed  where  directed,  and  connected  similarly 
to  the  whistle. 

Both  whistle  connections  will  have  drainpipes  fitted  at 
the  lowest  points. 

176.  HOSE  AND  HOSE  REELS. 

A  sufficient  length  of  hose  will  be  supplied  for  the 
engine  room  and  for  each  fire  room  to  lead  to  the  farthest 
part  of  the  adjoining  coal  bunkers  below  the  protective 
deck.  The  hose  for  engine  rooms  will  be  of  the  best 
quality  rubber-lined  linen,  and  that  for  fire  rooms  will 
be  the  best  quality  four-ply  rubber  engine  hose,  all  2^4 
inches  diameter,  with  standard  couplings.  Each  hose 
will  be  supplied  with  a  rubber  hose  pipe  with  handles. 
A  pair  of  spanners  will  be  supplied  for  each  hose  nozzle. 

A  hose  reel  of  approved  pattern  will  be  fitted  in  each 
fire  room,  and  a  swinging  bracket  or  similar  hose  recep¬ 
tacle  in  each  engine  room.  Hose  pipes  and  spanners  will 
be  fitted  in  beckets. 

177.  SHAFTS  THROUGH  BULKHEADS. 

All  shafts  passing  through  water-tight  bulkheads  will 
be  fitted  with  stuffing  boxes,  each  in  two  parts. 

178.  FLOORS  AND  PLATFORMS. 

The  engine  rooms  and  fire  rooms  will  be  floored  with 
wrought-iron  plates  %  inch  thick,  with  neatly  matched 
flat-top  corrugations.  The  plates  will  be  of  convenient 
size  and  easily  removable.  They  will  rest  on  proper 
ledges  of  angle  or  T  iron,  and  will  have  drain  holes 
where  necessary.  Platforms  will  be  provided  for  getting 
3348—11 


82 


at  all  parts  of  the  main  and  auxiliary  engines  and  boilers. 
These  platforms,  where  placed  over  moving  machinery, 
will  be  fitted  the  same  as  the  lower  floors.  In  other 
places  they  will  be  made  of  iron  rods  inch  square, 
placed  1%  inches  apart. 

Floors  over  tops  of  cylinders  must  be  so  secured  that 
the  cylinder  covers  may  be  radily  removed. 

179.  LADDERS. 

Ladders  will  be  fitted  wherever  necessary  for  reaching 
the  engine  rooms  and  fire  rooms  from  deck,  and  for 
reaching  the  various  platforms,  passages,  and  parts  of 
machinery.  The  engine  room  ladders  will  be  made  with 
plate  iron  sides  and  light  cast-iron  treads  with  corru¬ 
gated  tops,  and  the  main  ladders  from  deck  to  engine 
rooms  will  be  2  feet  wide  in  the  clear.  The  fire  room 
ladders  will  be  made  with  plate  sides  and  double  square- 
bar  treads. 

All  ladders  will  be  so  fitted  as  to  be  easily  removable 
where  required,  and  will  be  joined  and  hinged,  with  nec¬ 
essary  fastenings  and  gear,  where  they  have  to  be  moved 
when  closing  hatches.  Light  iron  ladders  will  be  fitted 
to  and  through  one  ventilator  in  the  engine  room  as 
means  of  egress  when  the  battle  hatches  are  closed. 

Gear  will  be  provided  for  quickly  opening  the  battle 
hatches  over  the  fire  room  ladders,  this  gear  to  be  worked 
from  fire  rooms. 

180.  HAND  RAILS. 

Hand  rails,  easily  removable  where  required,  will  be 
fitted  to  all  ladders  and  platforms  around  moving  parts 
of  machinery,  and  along  bulkheads  and  passage  ways. 
The  hand  rails  and  stanchions  will  be  made  of  approved 
metal  which  will  not  easily  tarnish,  and  will  be  polished 
all  over.  The  lower  ends  of  stanchions  will  pass 
through  floor  plates  with  nuts  underneath.  Stanchions 
supporting  hand  rails  will  be  perpendicular  to  floor 
plates  or  treads  of  ladders. 

181.  GEAR  FOR  WORKING  VALVES  FROM  DECK. 

The  safety  valves,  boiler  stop  valves,  and  valves  at 
fire  room  bulkhead  in  main  steam  pipes,  as  elsewhere 


83 


specified,  will  have  suitable  gear  for  working  them  from 
the  main  deck. 

The  rods  of  the  gear  will  be  guided  and  supported  on 
deck  by  composition  standards,  left  rough  and  painted. 
Each  rod  will  have  polished  brass  bar  handles  fitted  to 
squares  on  the  turning  rods,  and  will  be  stowed  in 
beckets  on  bulkheads.  The  tops  of  rods  will  be  pro¬ 
tected  by  brass  caps.  Each  to  be  fitted  with  a  lock  and 
key,  all  keys  to  be  alike.  All  bar  handles  will  be  en¬ 
graved  with  name,  or  cast-brass  label  plates  with  polished 
raised  letters  will  be  fixed  to  adjoining  bulkheads. 

182.  LIFTING  GEAR. 

Efficient  lifting  gear,  consisting  of  traveler  bars  and 
pulleys,  deck  beam  clamps,  turnbuckles,  shackles,  hooks, 
eyebolts,  as  may  be  directed,  will  be  fitted  wherever  re¬ 
quired  for  lifting  parts  of  the  machinery  for  overhauling 
and  repairing. 

Holes  will  be  tapped  in  all  the  principal  movable  parts 
of  machinery  for  this  purpose. 

183.  OIL  TANKS. 

Oil  tanks  of  400  gallons  total  capacity,  divided  as  di¬ 
rected,  will  be  fitted  where  directed,  with  facilities  for 
filling  from  deck.  They  will  be  made  of  galvanized 
wrought  iron  not  less  than  inch  thick,  and  will  each  have 
a  glass  gauge,  a  manhole  and  cover  near  the  top,  and  a 
locked  cock  for  drawing  oil.  In  the  engine  room  there 
will  be  fitted  two  copper  oil  tanks  of  10  gallons  each,  and 
two  of  5  gallons  each,  and  in  each  boiler  compartment  one 
of  3  gallons,  all  with  lock  cocks.  All  oil  tanks  will  be 
fitted  with  drip  pans. 

Each  of  the  larger  oil  tanks  will  have  a  hand  pump 
and  pipes  for  filling  the  smaller  tanks. 

One  galvanized  iron  tallow  tank,  with  hinged  cover,  to 
hold  about  50  pounds,  will  be  fitted  where  directed. 

184.  WASTE  LOCKER. 

An  air-tight  galvanized  iron  waste  locker  will  be  fitted 
where  directed.  It  will  have  a  capacity  of  at  least  200 
pounds,  and  be  provided  with  a  hinged  door  and  a  lock. 


84 


185.  VENTILATORS. 

Ventilators,  with  cowls  well  above  the  awnings,  will 
be  fitted  as  may  be  required. 

The  ventilators  will  be  of  wrought  iron,  No.  n  B.  W. 
G.,  butted  and  single-strapped  and  flush-riveted.  Where 
cowls  are  fitted  they  will  be  movable,  of  No.  12  B.  W. 
G.  copper,  not  planished.  The  base  rings  of  cowls  will 
be  of  composition,  finished  on  working  parts,  but  left 
unfinished  on  the  outside.  All  cowls  will  be  fitted  with 
gear  for  turning  them  from  the  engine  and  fire  rooms, 
the  gear  to  be  of  composition  except  the  spindles,  which 
will  be  of  wrought  iron.  Brass  hand  wheels  or  T  handles 
will  be  fitted  to  spindles  in  engine  and  fire  rooms,  and 
wrought-iron  jointed  handles  on  deck,  so  that  they  may 
be  turned  from  deck  if  desired ;  the  latter  handles  to  hang 
vertically  when  not  in  use. 

There  will  be  at  least  one  ventilator  in  each  fire  room, 
fitted  with  all  appliances  for  hoisting  ashes. 

Fire  room  ventilators  coming  near  compasses  will  be 
made  of  copper  above  protective  deck. 

186.  STEAM  LAUNCH  MACHINERY. 

The  machinery  of  the  steam  cutter  will  be  fitted  with 
boilers  and  engines  which  will  meet  the  approval  of  the 
Bureau  of  Steam  Engineering,  and  drawings  must  be 
submitted  before  work  is  commenced  on  them. 

Duplicate  crank  pin  and  crosshead  brasses  will  be  sup¬ 
plied,  as  well  as  wrenches  to  fit  all  nuts,  and  a  set  of  fire 
tools. 

187.  TOOLS. 

The  following  tools  will  be  furnished  in  addition  to 
those  elsewhere  specified: 

One  set  of  wrenches  complete  for  each  engine  and  each 
fire  room,  to  be  fitted  for  all  nuts  in  their  respective  com¬ 
partments,  plainly  marked  with  sizes,  and  fitted  in  iron 
racks  of  approved  pattern.  The  wrenches  for  nuts  of 
bolts  less  than  1  inch  in  diameter  will  be  finished,  and 
for  all  over  2  inches  in  diameter  will  be  box  wrenches, 
where  such  can  be  used.  Socket  wrenches  will  be  fur- 


"N 


85 


nished  where  required.  Open-end  wrenches  will  be  of 
steel  or  wrought  iron  with  case-hardened  jaws,  all  others 
of  wrought  iron  or  cast  steel. 

One  pair  of  taps,  on  rods,  for  tapping  front  and  back 
tube  sheets  of  main  boilers  at  one  operation.  This  will 
be  a  duplicate  of  that  used  in  originally  tapping  the 
sheets,  and  be  so  packed  as  to  be  perfectly  protected 
from  injury. 

A  fixed  trammel  for  setting  the. main  valves  without 
removing  the  covers;  the  valve  stems  to  be  properly 
marked  for  this  purpose. 

Fixed  trammels  or  gauges  for  aligning  crank  shafts, 
brass  pins  being  let  into  pillow  blocks  and  center  marked 
for  this  purpose. 

One  set  of  wrenches  and  spanners  for  refrigerating 
engine. 

Two  complete  sets  of  fire  tools  for  each  fire  room. 

Three  coal  and  three  ash  buckets. 

All  trammels  and  gauges  will  have  protecting  cases. 

All  tools  will  be  conveniently  stowed. 

188.  DUPLICATE  PIECES. 

The  following  duplicate  pieces,  in  addition  to  others 
specified,  will  be  furnished,  fitted,  and  ready  for  use,  viz: 

One  set  of  valves  and  springs  for  each  main  air  pump, 
one  for  each  auxiliary  air  pump,  and  one  for  each  inde¬ 
pendent  pump  in  engine  and  fire  rooms. 

One  set  valve  guards  and  bolts  for  one  main  air  pump. 

One  set  for  each  auxiliary  air  pump. 

If  horse  shoe  thrust  bearing  is  used,  one  set  horseshoes 
for  one  bearing.  '  Zrassee 

Two  bottom  brasses  and  two  capXfor  crank  shaft  bear¬ 
ings.  A 

Two  crown  brasses  and  two  butt  brasses  for  crank  pins. 

Two  caps  and  two  butt  brasses  for  crosshead  journals. 

A  full  set  of  blades  for  each  propeller,  fitted  to  pro¬ 
peller  bosses;  these  blades  will  be  of  such  pattern  as 
may  be  directed  after  the  trial  of  the  vessel. 

One  complete  set  of  brasses  for  each  main  engine  valve 
gear. 


86 


One  complete  set  of  brasses  for  each  circulating  pump 
engine,  each  main  feed  pump,  each  fire  pump,  and  each 
blowing  engine. 

One  piston  rod  for  each  piston  of  each  size  pump. 

One  feed  check  valve  complete. 

One  bottom  blow  valve  complete. 

One  surface  blow  valve  complete. 

One  complete  set  of  metallic  packing  for  each  size 
stuffing  box  in  addition  to  four  sets  for  piston  rods. 

Four  cup  leathers  for  each  one  used  in  oil  cylinder  of 
reversing  engines.  v 

A  spare  hose  and  nozzle  for  each  steam  tube  cleaner. 

One-eighth  of  a  complete  set  of  grate  bars  and  bearers 
for  all  furnaces,  and  one  pattern  for  each  casting. 

One  dead  plate  for  furnaces  and  one  pattern  for  same. 

Ten  stay  tubes,  threaded  to  fit  threads  in  tube  sheets, 
with  ends  wrapped  in  canvas. 

Twenty-five  ordinary  boiler  tubes,  swelled  at  one  end 
and  annealed,  ready  for  use. 

One  complete  set  of  tubes  for  one  main  boiler. 

One  spare  boiler  manhole  plate  of  each  size,  complete 
with  bolts,  nuts,  and  yokes. 

Fifty  main  condenser  tubes,  packed  in  boxes. 

Fifty  condenser-tube  glands. 

One  spare  spring  for  each  safety  valve,  one  for  each 
sentinel  valve,  and  one  for  each  cylinder  and  pump  relief 
valve. 

One  spare  basket  for  each  Macomb  bilge  strainer. 

One  set  of  coils  or  tubes  for  evaporator,  with  steam 
head. 

Wherever  duplicate  pieces  are  furnished  for  one  of  two 
or  more  pieces  of  machinery  of  the  same  size,  they  will 
be  made  strictly  interchangeable. 

All  finished  duplicate  pieces  not  of  brass,  except  as 
otherwise  specified,  will  be  painted  with  three  coats  of 
white  lead  and  oil  and  well  lashed  in  tarred  canvas,  with 
the  name  painted  on  outside.  Brass  pieces  will  be  marked 
or  stamped.  All  pieces  will  be  stowed  in  an  approved 
manner. 


87 


All  boiler  tubes  will  be  securely  stowed  in  racks,  or  as 
directed. 

189.  MATERIALS  AND  WORKMANSHIP. 

All  castings  must  be  sound  and  true  to  form,  and  be¬ 
fore  being  painted  must  be  well  cleaned  of  sand  and  scale, 
and  all  fins  and  roughness  removed. 

No  imperfect  casting  or  unsound  forging  will  be  used 
if  the  defects  affect  the  strength  or  to  a  marked  degree 
its  sightliness. 

All  nuts  on  rough  castings  will  fit  facings  raised  above 
the  surface,  except  where  otherwise  directed.  All  flanges 
of  castings  will  be  faced,  and  those  coupled  together  will 
have  their  edges  made  fair  with  each  other.  The  faces 
of  all  circular  flanges  will  be  grooved. 

All  bolt  holes  in  permanently  fixed  parts  will  be  reamed 
or  drilled  fair  and  true  in  place,  and  the  bodies  of  bolts 
finished  to  fit  them  snugly. 

All  pipes , beneath  floor  plates  will  be  connected  by 
forged  bolts  and  nuts  of  rolled  manganese  or  Tobin 
bronze. 

All  brasses  will  fit  loosely  between  collars  of  shafting. 

All  brasses  or  journals  will  be  properly  channeled  for 
the  distribution  of  oil. 

Packing  for  stuffing  boxes  will  be  such  as  may  be  ap¬ 
proved. 

All  small  pins  of  working  parts  will  be  well  case-hard¬ 
ened. 

All  steel  joint  pins  of  valve  gear  will  be  hardened  and 
ground  to  true  cylindrical  surfaces. 

All  material  used  in  the  construction  of  the  machinery 
will  be  of  the  best  quality.  The  iron  castings  will  be 
made  of  the  best  pig  iron — not  scrap — except  in  cylinder 
liners  and  where  otherwise  directed. 

Composition  castings  will  be  made  of  new  materials. 

The- various  compositions  will  be  by  weight,  as  follows: 

For  all  journal  boxes  and  guide  gibs  where  not  other¬ 
wise  specified:  Copper  6,  tin  i,  and  zinc  ^  parts. 

Naval  brass:  Copper  62,  tin  1,  and  zinc  37  per  cent. 


88 


For  composition  not  otherwise  specified:  Copper  88, 
tin  io,  and  zinc  2  per  cent. 

Muntz  metal  will  be  of  the  best  commercial  quality. 

Anti-friction  metal  will  be  of  approved  kind. 

Ornamental  brass  fittings  will  be  of  good  uniform  color. 

All  castings  will  be  increased  in  thickness  around  core 
holes.  Core  holes  will  be  tapped  and  core  plugs  screwed 
in  and  locked,  except  where  bolted  covers  are  used,  or 
where  it  may  be  directed  that  the  holes  be  left  open. 

All  steel  forgings  will  be  without  welds  and  free  from 
Jaminations. 

All  flanges,  collars,  and  offsets  will  have  well  rounded 
fillets. 

All  boiler  plates,  stays,  and  tubes  will  be  well  cleaned 
of  mill  scale  by  pickling  or  other  approved  means. 

All  flanged  parts  of  boilers  will  be  annealed,  after 
flanging,  in  an  approved  manner. 

India  rubber  valves  will  be  of  approved  kind,  of  best 
commercial  quality. 

All  bolts  for  securing  the  boiler  attachments  will, where 
practicable,  be  screwed  through  the  boiler  plates,  with 
heads  inside. 

All  work  will  be  in  every  respect  of  the  first  quality 
and  executed  in  a  workmanlike  and  substantial  manner. 

Any  portion  of  the  work,  whether  partially  or  entirely 
completed,  found  defective,  must  be  removed  and  satis¬ 
factorily  replaced  without  extra  charge. 

190.  TESTS  OF  MATERIAL. 

All  steel  used  in  the  construction  of  the  boilers,  and  all 
steel  forgings  and  castings,  will  be  tested  in  accordance 
with  rules  prescribed  by  the  Navy  Department. 

All  boiler  and  condenser  tubes  will  be  tested  to  300 
pounds  pressure  per  square  inch,  applied  internally  be¬ 
fore  being  put  in  place. 

India  rubber  valves,  taken  at  random,  must  stand  a 
dry-heat  test  of  270  degrees  Fahrenheit  for  one  hour,  and 
a  moist-heat  test  of  300  degrees  Fahrenheit  for  three 
hours,  without  injury. 


89 


191.  TESTS  OF  BOILERS  AND  MACHINERY. 

Before  the  auxiliary  boilers  are  painted  or  placed  in  the  vessel  they 
will  be  tested  under  a  pressure  of  250  pounds  to  the  square  inch  above 
atmospheric  pressure.  This  pressure  will  be  obtained  by  the  applica¬ 
tion  of  heat  to  fresh  water  within  the  boilers,  the  water  filling  the 
boilers  quite  full.  The  main  boilers  will  be  tested  in  the  same  manner 
as  the  auxiliary,  but  to  360  pounds  pressure  per  square  inch. 

The  steam  pipes  and  valves  and  all  fittings  and  connections  sub¬ 
jected  to  the  main  boiler  pressure  will  be  tested  to  360  pounds  to  the 
square  inch. 

The  steam  pipes  and  valves,  auxiliary  engines,  and  all  connections 
subjected  to  the  auxiliary  boiler  pressure  will  be  tested  by  water  pres¬ 
sure  to  250  pounds  to  the  square  inch. 

After  the  boilers  are  placed  in  the  vessel  and  connections  are  made, 
the  main  boilers  and  pipe  connections  will  be  tested  by  steam  to  300 
pounds  per  square  inch,  and  the  auxiliary  boilers  and  connections 
will  be  tested  by  steam  to  200  pounds  per  square  inch,  and  all  leaks 
made  tight  before  they  are  clothed. 

The  high-pressure  cylinders,  jackets,  and  valve  chests  will  be  tested 
by  water  pressure  to  360  pounds  to  the  square  inch,  the  first  inter¬ 
mediate-pressure  cylinders  and  connections  to  225  pounds,  the  second 
intermediate-pressure  cylinder  and  connections  to  150  pounds,  and 
the  low-pressure  to  100  pounds.  The  exhaust  side  of  the  low-pressure 
valve  chests  will  be  tested  to  30  pounds.  The  condensers  will  be  tested 
to  30  pounds. 

The  pumps,  valve  boxes,  air  vessels,  and  pipes  and  valves  of  all 
feed  pumps  will  be  tested  to  450  pounds  and  of  all  fire  and  bilge 
pumps  to  300  pounds  per  square  inch.  The  cylinders  and  condensers 
will  be  tested  before  being  placed  on  board,  and  must  be  so  placed 
that  all  parts  may  be  accessible  for  examination  by  the  Inspector  during 
the  tests.  All  parts  will  also  be  tested  after  being  secured  on  board. 
No  lagging  or  covering  is  to  be  on  the  cylinders  or  condensers  during 
the  tests.  All  pressures  to  be  above  atmospheric  pressure. 

The  circulating  pumps  will  be  tested  by  discharging  water  under 
conditions  as  nearly  as  possible  like  those  they  will  be  working  under 
when  throwing  water  from  the  bilges.  They  must  discharge  the 
water  at  the  same  height  as  the  waterline  is  above  the  pumps 
and  through  the  same  length  and  size  of  pipe,  drawing  water 
from  the  same  depth  as  the  lowest  part  of  the  bilge  suction  pipe 
3348—12 


90 


below  the  pump  and  through  the  same  length  and  size 
of  pipe. 

192.  PAINTING. 

After  a  satisfactory  test  the  boilers  will  be  painted  on 
the  outside  with  two  coats  of  brown  zinc  and  oil,  and  when 
in  place  the  fronts  will  be  painted  with  one  coat  of  black 
paint. 

All  engine  work  not  finished  will  be  primed  with  two 
coats  of  brown  zinc  and  oil,  and  when  placed  in  position 
on  board  the  vessel  will  be  painted  with  two  coats  of 
paint  of  approved  color.  The  shafting,  when  in  place, 
will  be  painted  with  two  coats  of  red  lead  and  oil  and 
two  coats  of  black  paint. 

The  smoke-pipes  will  be  thoroughly  painted  before  and 
after  erection  on  board.  The  ventilators  and  cowls  will 
be  painted  similarly  to  the  smoke-pipes,  except  the  in¬ 
teriors  of  the  cowls,  which  will  be  painted  vermilion. 

All  pipes  will  be  painted  in  accordance  with  a  sched¬ 
ule  to  be  hereafter  furnished. 

193.  PRELIMINARY  TESTS  AND  TRIALS. 

Steam  will  not  be  raised  in  the  boilers  until  after  the 
water  test  on  board,  unless  desired  for  drying  or  testing 
joints,  for  which  purpose  the  pressure  must  not  exceed 
io  pounds  per  square  inch. 

After  testing,  steam  will  be  raised  in  the  boilers  when¬ 
ever  required  to  test  the  connections  and  the  workings 
of  all  parts  of  main  and  auxiliary  engines. 

All  expense  of  such  preliminary  test  will  be  borne  by 
the  contractor. 

194.  SUPERINTENDING  ENGINEER’S  OFFICE. 

A  suitable  office  and  a  suitable  drafting  room,  properly 
furnished  and  heated,  will  be  furnished  by  the  contractor 
for  the  use  of  the  superintending  naval  engineer  and  his 
assistants. 

195.  RECORD  OF  WEIGHTS. 

All  finished  machinery,  boilers,  and  appurtenances 
thereof,  as  fitted,  and  all  spare  machinery  and  tools  herein 


91 


specified,  will  be  weighed  by  the  contractor  in  the  pres¬ 
ence  of  the  superintending  naval  engineer,  or  one  of  his 
assistants,  before  being  placed  on  board ;  and  no  part  of 
the  material  will  be  placed  on  board  without  being  so 
weighed,  to  the  satisfaction  of  the  superintending  naval 
engineer. 

198.  WORKING  DRAWINGS. 

All  drawings  necessary  for  the  prosecution  of  the  work 
must  be  prepared  by  and  at  the  expense  of  the  contractor. 

Those  which  are  developments  of  the  drawings  fur¬ 
nished  and  of  these  specifications  will  be  subject  to  the 
approval  of  the  Bureau  of  Steam  Engineering  before  the 
material  is  ordered  or  the  work  commenced. 

Such  drawings  will  be  made  to  scale,  with  figured 
dimensions  of  all  parts.  If  a  correction  or  change  is 
made  in  any  part  of  a  finished  drawing,  the  dimension 
will  be  written  with  the  worst  “  marked  ”  after  it.  Ma¬ 
terials  will  be  hatched  in  accordance  with  the  Bureau 
standard,  or  be  plainly  marked  with  lettering. 

In  the  drawings  furnished,  figured  dimensions,  where 
given,  will  be  followed,  and  not  scale  dimensions,  unless 
otherwise  directed.  All  discrepancies  discovered  in 
drawings,  or  between  drawings  and  specifications,  will 
be  referred  to  the  Bureau  of  Steam  Engineering. 

A  copy  of  each  working  drawing  will  be  furnished  to 
the  superintending  naval  engineer  before  the  work  shown 
by  the  drawing  is  commenced.  A  copy  of  each  drawing 
accompanying  orders  for  steel  castings  or  forgings  will 
also  be  supplied  when  the  work  is  ordered. 

197.  DRAWINGS  OF  COMPLETED  MACHINERY. 

The  contractor  will  make  and  furnish  to  the  Bureau 
of  Steam  Engineering,  through  the  superintending  naval 
engineer,  a  complete  set  of  drawings  of  the  boilers, 
machinery,  and  appurtenances  as  actually  completed, 
including  plans  of  the  same  as  fitted  on  board  the  vessel. 
These  drawings  will  include  every  piece  of  machinery, 
both  in  whole  and  in  part,  and  will  be  in  such  detail  as 
would  enable  the  entire  machinery  to  be  duplicated 


92 


without  additional  drawings.  No  sheet  will  contain 
drawings  of  more  than  one  part  of  the  machinery,  except 
those  intimately  connected  with  each  other.  The  detail 
drawing  of  each  part  of  the  machinery  will  be  furnished 
within  on,e  month  after  the  completion  of  the  part 
without  waiting  for  its  incorporation  into  the  machine 
as  a  whole.  Detail  drawings  will  be  made  to  a  scale  of 
not  less  than  1%  inches  to  the  foot.  General  plans  of 
the  machinery  in  place  in  the  vessel  will  be  made  to  a 
scale  of  inch  to  the  foot. 

The  pipe  plans  will  be  made  to  a  scale  of  not  less  than 
y  of  an  inch  to  the  foot.  The  pipe  plans  will  be  divided 
into  at  least  two  parts — one  showing  steam  and  exhaust 
pipes,  and  the  other  showing  all  other  pipes.  The  pipe 
plans  will  be  colored  in  according  with  a  schedule  to  be 
furnished,  to  indicate  the  purpose  which  the  pipes  are 
intended  to  serve,  and  accompanied  by  an  explanatory 
index. 

All  drawings  will  be  made  on  the  best  quality  of 
tracing  cloth;  all  sheets  being,  as  far  as  possible,  multi¬ 
ples  or  sub-multiples  of  double -elephant  size. 

Detail  drawings  will  be  hatched,  where  in  sections,  in 
accordance  with  a  schedule  to  be  furnished,  to  show  the 
various  metals  employed. 

198.  CHANGES  IN  PLANS  AND  SPECIFICATIONS, 

The  contractor  will  make  no  changes  in  the  plans  or 
specifications  without  the  approval  of  the  Navy  Depart¬ 
ment.  In  case  it  is  thought  advisable  to  make  changes, 
the  contractor  will  make  application  by  letter  to  the 
Bureau  of  Steam  Engineering,  through  the  superintend¬ 
ing  naval  engineer,  stating  the  nature  of  the  change, 
accompanied  by  complete  plans  and  specifications  of  the 
proposed  change,  together  with  a  statement  of  his 
estimate  of  the  amount  of  increase  or  decrease  in  cost. 

199.  INSPECTION. 

The  work  of  construction  of  the  boilers,  machinery, 
and  appurtenances  shall  be  at  all  times  open  to  inspec¬ 
tion  by  officers  appointed  for  such  purpose  by  the  Navy 


93 


Department.  Every  facility  will  be  afforded  such  inspec¬ 
tors  for  the  prosecution  of  their  work.  All  handling  of 
material  necessary  for  purposes  of  inspection  will  be  done 
at  the  expense  of  the  contractor.  All  test  specimens 
necessary  for  the  determination  of  the  strength  of  ma¬ 
terial  used  will  be  prepared  and  tested  at  the  expense  of 
the  contractor.  The  contractor  will  furnish  the  superin¬ 
tending  naval  engineer  with  a  weekly  list  of  the  number 
of  men  of  each  class  employed  upon  the  work,  together 
with  a  statement  of  the  number  of  hours’  labor  in  each 
class. 

200.  OMISSIONS. 

Any  part  of  the  machinery  or  any  article  pertaining 
thereto  which  may  have  been  inadvertently  omitted 
from  these  specifications  or  from  the  official  drawings, 
but  which  is  necessary  for  the  proper  completion  of  the 
vessel,  is  to  be  supplied  by  the  contractor  without  extra 
charge. 


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